Hexagonal ring wing aerial vehicle

ABSTRACT

Described is an apparatus and method of an aerial vehicle, such as an unmanned aerial vehicle (“UAV”) that can operate in either a vertical takeoff and landing (VTOL) orientation or a horizontal flight orientation. The aerial vehicle includes a plurality of propulsion mechanisms that enable the aerial vehicle to move in any of the six degrees of freedom (surge, sway, heave, pitch, yaw, and roll) when in the VTOL orientation. The aerial vehicle also includes a ring wing that surrounds the propulsion mechanisms and provides lift to the aerial vehicle when the aerial vehicle is operating in the horizontal flight orientation.

PRIORITY CLAIM

This application is a continuation of and claims priority to U.S. Pat.Application No. 17/384,979, filed Jul. 26, 2021, which is a continuationof and claims priority to U.S. Pat. Application No. 16/682,638, now U.S.Patent No. 11,091,263, filed Nov. 13, 2019, which is a divisional of andclaims priority to U.S. Pat. Application No. 15/435,121, now U.S. Pat.No. 10,518,880, filed Feb. 16, 2017, the contents of each of which areherein incorporated by reference in their entirety.

BACKGROUND

Unmanned vehicles, such as unmanned aerial vehicles (“UAV”), ground andwater based automated vehicles, are continuing to increase in use. Forexample, UAVs are often used by hobbyists to obtain aerial images ofbuildings, landscapes, etc. Likewise, unmanned ground based units areoften used in materials handling facilities to autonomously transportinventory within the facility. While there are many beneficial uses ofthese vehicles, they also have many drawbacks. For example, due tocurrent design limitations, unmanned aerial vehicles are typicallydesigned for either agility or efficiency, but not both. Likewise,aerial vehicles are designed to only operate with four degrees offreedom - pitch, yaw, roll, and heave.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1-4 illustrate various views of an aerial vehicle with asubstantially circular shaped ring wing, in accordance with disclosedimplementations.

FIGS. 5-8 illustrate various views of an aerial vehicle with asubstantially hexagonal shaped ring wing, in accordance with disclosedimplementations.

FIG. 9 is a flow diagram illustrating an example maneuverabilityprocess, in accordance with disclosed implementations.

FIG. 10 is a flow diagram illustrating an example transition fromvertical flight to horizontal flight process, in accordance withdisclosed implementations.

FIG. 11 is a flow diagram illustrating an example transition fromhorizontal flight to vertical flight process, in accordance withdisclosed implementations.

FIG. 12 illustrates an example flight transition from a vertical takeoffto horizontal flight, in accordance with disclosed implementations.

FIG. 13 illustrates an example flight transition from a horizontalflight to a vertical landing, in accordance with disclosedimplementations.

FIG. 14 is a diagram of the propulsion mechanisms of the aerial vehicleillustrated in FIGS. 1-13 with thrust vectors to cause the aerialvehicle to surge in the X direction, when the aerial vehicle is in avertical takeoff and landing orientation, in accordance with disclosedimplementations.

FIG. 15 is a diagram of the propulsion mechanisms of the aerial vehicleillustrated in FIGS. 1-13 with thrust vectors to cause the aerialvehicle to sway in the Y direction, when the aerial vehicle is in avertical takeoff and landing orientation, in accordance with disclosedimplementations.

FIG. 16 is a diagram of the propulsion mechanisms of the aerial vehicleillustrated in FIGS. 1-13 with thrust vectors to cause the aerialvehicle to hover or heave in the Z direction, when the aerial vehicle isin a vertical takeoff and landing orientation, in accordance withdisclosed implementations.

FIG. 17 is a diagram of the propulsion mechanisms of the aerial vehicleillustrated in FIGS. 1-13 with thrust vectors to cause the aerialvehicle to pitch, when the aerial vehicle is in a vertical takeoff andlanding orientation, in accordance with disclosed implementations.

FIG. 18 is a diagram of the propulsion mechanisms of the aerial vehicleillustrated in FIGS. 1-13 with thrust vectors to cause the aerialvehicle to yaw, when the aerial vehicle is in a vertical takeoff andlanding orientation, in accordance with disclosed implementations.

FIG. 19 is a diagram of the propulsion mechanisms of the aerial vehicleillustrated in FIGS. 1-13 with thrust vectors to cause the aerialvehicle to roll, when the aerial vehicle is in a vertical takeoff andlanding orientation, in accordance with disclosed implementations.

FIG. 20 is a block diagram illustrating various components of anunmanned aerial vehicle control system, in accordance with disclosedimplementations.

DETAILED DESCRIPTION

This disclosure describes aerial vehicles, such as UAVs (e.g.,quad-copters, hex-copters, hepta-copters, octa-copters) that can operatein a vertical takeoff and landing (VTOL) orientation or in a horizontalflight orientation. Likewise, when the aerial vehicle is in a VTOLorientation it can transition independently in any of the six degrees offreedom. Specifically, as described herein, the aerial vehicles mayefficiently rotate in any of the three degrees of freedom rotation(pitch, yaw, and roll) and/or any of the three degrees of freedomtranslation (surge, heave, and sway). For example, the aerial vehiclemay include six propulsion mechanisms that are oriented at differentangles and therefore, together, can provide thrust in the verticaldirection and/or the horizontal direction when the aerial vehicle is ina VTOL orientation.

As discussed further below, a ring wing is included on the aerialvehicle that surrounds the propulsion mechanisms of the aerial vehicleand provides both protection around the propulsion mechanisms and liftwhen the aerial vehicle is in the horizontal flight orientation andnavigating in a substantially horizontal direction.

As used herein, a “materials handling facility” may include, but is notlimited to, warehouses, distribution centers, cross-docking facilities,order fulfillment facilities, packaging facilities, shipping facilities,rental facilities, libraries, retail stores, wholesale stores, museums,or other facilities or combinations of facilities for performing one ormore functions of materials (inventory) handling. A “delivery location,”as used herein, refers to any location at which one or more inventoryitems (also referred to herein as a payload) may be delivered. Forexample, the delivery location may be a person’s residence, a place ofbusiness, a location within a materials handling facility (e.g., packingstation, inventory storage), or any location where a user or inventoryis located, etc. Inventory or items may be any physical goods that canbe transported using an aerial vehicle. For example, an item carried bya payload of an aerial vehicle discussed herein may be ordered by acustomer of an electronic commerce website and aerially delivered by theaerial vehicle to a delivery location.

FIG. 1 illustrates a view of an aerial vehicle 100 with a ring wing thatis substantially cylindrical in shape and that surrounds a plurality ofpropulsion mechanisms, in accordance with disclosed implementations. Theaerial vehicle 100 includes six motors 101-1, 101-2, 101-3, 101-4,101-5, and 101-6 and corresponding propellers 104-1, 104-2, 104-3,104-4, 104-5, and 104-6 spaced about the fuselage 110 of the aerialvehicle 100. The propellers 104 may be any form of propeller (e.g.,graphite, carbon fiber) and of any size. For example, the propellers maybe 10 inch - 12-inch diameter carbon fiber propellers.

The form and/or size of some of the propellers may be different thanother propellers. Likewise, the motors 101 may be any form of motor,such as a DC brushless motor, and may be of a size sufficient to rotatethe corresponding propeller. Likewise, in some implementations, the sizeand/or type of some of the motors 101 may be different than other motors101. In some implementations, the motors may be rotated in eitherdirection such that the force generated by the propellers may be eithera positive force, when rotating in a first direction, or a negativeforce, when rotating in the second direction. Alternatively, or inaddition thereto, the pitch of the blades of a propeller may bevariable. By varying the pitch of the blades, the force generated by thepropeller may be altered to either be in a positive direction or anegative direction. Still further, in some implementations, the pitch ofthe blades may be adjusted such that they are aligned with the directionof travel and thus provide no drag if they are not rotating.

Each pair of motors 101 and corresponding propellers 104 will bereferred to herein collectively as a propulsion mechanism 102, such aspropulsion mechanisms 102-1, 102-2, 102-3, 102-4, 102-5, and 102-6.Likewise, while the example illustrated in FIG. 1 describes thepropulsion mechanisms 102 as including motors 101 and propellers 104, inother implementations, other forms of propulsion may be utilized as thepropulsion mechanisms 102. For example, one or more of the propulsionmechanisms 102 of the aerial vehicle 100 may utilize fans, jets,turbojets, turbo fans, jet engines, and/or the like to maneuver theaerial vehicle. Generally described, a propulsion mechanism 102, as usedherein, includes any form of propulsion mechanism that is capable ofgenerating a force sufficient to maneuver the aerial vehicle, aloneand/or in combination with other propulsion mechanisms. Furthermore, inselected implementations, propulsion mechanisms (e.g., 102-1, 102-2,102-3, 102-4, 102-5, and 102-6) may be configured such that theirindividual orientations may be dynamically modified (e.g., change fromvertical to horizontal flight orientation) or any position therebetween.

Likewise, while the examples herein describe the propulsion mechanismsbeing able to generate force in either direction, in someimplementations, the propulsion mechanisms may only generate force in asingle direction. However, the orientation of the propulsion mechanismmay be adjusted so that the force can be oriented in a positivedirection, a negative direction, and/or any other direction.

The aerial vehicle 100 also includes a ring wing 107 having asubstantially cylindrical shape that extends around and forms theperimeter of the aerial vehicle 100. In the illustrated example, thering wing is substantially circular in shape and tapers toward thebottom of the aerial vehicle. The ring wing 107 has an airfoil shape toproduce lift when the aerial vehicle is oriented as illustrated in FIG.1 and moving in a direction that is substantially horizontal. Asillustrated, and discussed further below, the ring wing is positioned atan angle with respect to the fuselage 110 such that the lower part ofthe ring wing acts as a front wing as it is toward the front of theaerial vehicle when oriented as shown and moving in a horizontaldirection. The top of the ring wing, which has a longer chord lengththan the bottom portion of the ring wing 107, is farther back and thusacts as a rear wing.

The ring wing is secured to the fuselage 110 by motor arms 105. In theillustrated example, each of motors arms 105-1, 105-2, 105-3, 105-4,105-5, and 105-6 are coupled to the fuselage 110 at one end, extend fromthe fuselage 110 and couple to the ring wing 107 at a second end,thereby securing the ring wing 107 to the fuselage 110.

The fuselage 110, motor arms 105, and ring wing 107 of the aerialvehicle 100 may be formed of any one or more suitable materials, such asgraphite, carbon fiber, and/or aluminum.

Each of the propulsion mechanisms 102 are coupled to a respective motorarm 105 such that the propulsion mechanism 102 is substantiallycontained within the perimeter ring wing 107. For example, propulsionmechanism 102-1 is coupled to motor arm 105-1, propulsion mechanism102-2 is coupled to motor arm 105-2, propulsion mechanism 102-3 iscoupled to motor arm 105-3, propulsion mechanism 102-4 is coupled tomotor arm 105-4, propulsion mechanism 102-5 is coupled to motor arm105-5, and propulsion mechanism 102-6 is coupled to motor arm 105-6. Inthe illustrated example, each propulsion mechanism 102 is coupled at anapproximate mid-point of the respective motor arm 105 between thefuselage 110 and the ring wing 107. In other implementations, thepropulsion mechanisms may be coupled at other locations along the motorarm. Likewise, in some implementations, some of the propulsionmechanisms may be coupled to a mid-point of the motor arm and some ofthe propulsion mechanisms may be coupled at other locations alongrespective motor arms (e.g., closer toward the fuselage 110 or closertoward the ring wing 107).

As illustrated, the propulsion mechanisms 102 may be oriented atdifferent angles with respect to each other. For example, propulsionmechanisms 102-2 and 102-5 are aligned with the fuselage 110 such thatthe force generated by each of propulsion mechanisms 102-2 and 102-5 isin-line or in the same direction or orientation as the fuselage. In theillustrated example, the aerial vehicle 100 is oriented for horizontalflight such that the fuselage is oriented horizontally in the directionof travel. In such an orientation, the propulsion mechanisms 102-2 and102-5 provide horizontal forces, also referred to herein as thrustingforces, and act as thrusting propulsion mechanisms.

In comparison to propulsion mechanisms 102-2 and 102-5, each ofpropulsion mechanisms 102-1, 102-3, 102-4, and 102-6 are offset orangled with respect to the orientation of the fuselage 110. When theaerial vehicle 100 is oriented horizontally as shown in FIG. 1 forhorizontal flight, the propulsion mechanisms 102-1, 102-3, 102-4, and102-6 may be used as propulsion mechanisms, providing thrust in anon-horizontal direction to cause the aerial vehicle to pitch, yaw,roll, heave and/or sway. In other implementations, during horizontalflight, the propulsion mechanisms 102-1, 102-3, 102-4, and 102-6 may bedisabled such that they do not produce any forces and the aerial vehicle100 may be propelled aerially in a horizontal direction as a result ofthe lifting force from the aerodynamic shape of the ring wing 107 andthe horizontal thrust produced by the thrusting propulsion mechanisms102-2 and 102-5.

The angle of orientation of each of the propulsion mechanisms 102-1,102-3, 102-4, and 102-6 may vary for different implementations.Likewise, in some implementations, the offset of the propulsionmechanisms 102-1, 102-3, 102-4, and 102-6 may each be the same, withsome oriented in one direction and some oriented in another direction,may each be oriented different amounts, and/or in different directions.

In the illustrated example of FIG. 1 , each propulsion mechanism 102-1,102-2, 102-3, 102-4, 102-5, and 102-6 may be oriented approximatelythirty degrees with respect to the position of each respective motor arm105-1, 105-2, 105-3, 105-4, 105-5, and 105-6. In addition, the directionof orientation of the propulsion mechanisms is such that pairs ofpropulsion mechanisms are oriented toward one another. For example,propulsion mechanism 102-1 is oriented approximately thirty degreestoward propulsion mechanism 102-6. Likewise, propulsion mechanism 102-2is oriented approximately thirty degrees in a second direction about thethird motor arm 105-2 and oriented toward propulsion mechanism 102-3.Finally, propulsion mechanism 102-4 is oriented approximately thirtydegrees in the first direction about the fourth motor arm 105-4 andtoward propulsion mechanism 102-5. As illustrated, propulsion mechanisms102-2 and 102-5, which are on opposing sides of the fuselage 110, arealigned and oriented a same first direction (in this example,horizontal). Propulsion mechanisms 102-3 and 102-6, which are onopposing sides of the fuselage 110, are aligned and oriented in a samesecond direction, which is angled compared to the first direction.Propulsion mechanisms 102-1 and 102-4, which are on opposing sides ofthe fuselage 110, are aligned and oriented a same third direction, whichis angled compared to the first direction and the second direction.

FIG. 2 illustrates a side view of the aerial vehicle 200 oriented forvertical takeoff and landing (VTOL), in accordance with disclosedimplementations. The aerial vehicle 200 corresponds to the aerialvehicle 100 discussed above with respect to FIG. 1 . When oriented asillustrated in FIG. 2 , the aerial vehicle may maneuver in any of thesix degrees of freedom (pitch, yaw, roll, heave, surge, and sway),thereby enabling VTOL and high maneuverability.

As illustrated, when the aerial vehicle is oriented for VTOL, the motorarms, such as motor arms 205-1, 205-2, and 205-3, and the ring wing 207are aligned approximately horizontally and in the same plane. In thisorientation, each of the propulsion mechanisms are offset or angled withrespect to the horizontal and/or vertical direction. As such, eachpropulsion mechanism 202, when generating a force, generates a forcethat includes both a horizontal component and a vertical component. Inthe illustrated example, each propulsion mechanism is angledapproximately thirty degrees with respect to vertical. Likewise, asdiscussed above, adjacent propulsion mechanisms are angled in opposingdirections to form pairs of propulsion mechanisms. For example,propulsion mechanism 202-2 is oriented toward propulsion mechanism202-3. As discussed further below, angling adjacent propulsionmechanisms toward one another to form pairs of propulsion mechanismsallows horizontal forces from each propulsion mechanism to cancel outsuch that the pair of propulsion mechanisms can produce a verticalforce. Likewise, if one of the propulsion mechanisms of a pair ofpropulsion mechanisms is producing a larger force than the otherpropulsion mechanism of the pair, a net horizontal force will resultfrom the pair of propulsion mechanisms. Accordingly, when the aerialvehicle 200 is oriented for VTOL with angled propulsion mechanisms, asillustrated in FIG. 2 , the aerial vehicle can move independently in anyof the six degrees of freedom. For example, if the aerial vehicle is tosurge in the X direction, it can do so by altering the forces producedby the propulsion mechanisms to generate a net horizontal force in the Xdirection without having to pitch forward to enable a surge in the Xdirection.

To enable the fuselage to be oriented horizontally with an offset ringwing 207 during horizontal flight, as illustrated in FIG. 1 , thefuselage is rotated at an angle when the aerial vehicle 200 is orientedfor VTOL, as illustrated in FIG. 2 . In this example, the fuselage 210is angled at approximately thirty degrees from vertical. In otherimplementations, the amount of rotation from vertical may be greater orless depending on the amount of offset desired for the ring wing 207when the aerial vehicle 200 is oriented for horizontal flight.

The aerial vehicle may also include one or more landing gears 203 thatare extendable to a landing position, as illustrated in FIG. 2 . Duringflight, the landing gear 203 may be retracted into the interior of thering wing 207 and/or may be rotated up and remain along the trailingedge of the ring wing. In still other examples, the landing gear may bepermanently affixed.

The fuselage 210 may be used to store one or more components of theaerial vehicle, such as the aerial vehicle control system 214, powermodule 206, and/or a payload 212 that is transported by the aerialvehicle. The aerial vehicle control system is discussed further below.The power module(s) 206 may be removably mounted to the aerial vehicle200. The power module(s) 206 for the aerial vehicle may be, for example,in the form of battery power, solar power, gas power, super capacitor,fuel cell, alternative power generation source, or a combinationthereof. The power module(s) 206 are coupled to and provide power forthe aerial vehicle control system 214, the propulsion mechanisms 202,and the payload engagement module 210-1.

In some implementations, one or more of the power modules may beconfigured such that it can be autonomously removed and/or replaced withanother power module. For example, when the aerial vehicle lands at adelivery location, relay location and/or materials handling facility,the aerial vehicle may engage with a charging member at the locationthat will recharge the power module.

The payload 212 may be any payload that is to be transported by theaerial vehicle. In some implementations, the aerial vehicle may be usedto aerially deliver items ordered from customers for aerial delivery andthe payload may include one or more customer ordered items. For example,a customer may order an item from an electronic commerce website and theitem may be delivered to a customer specified delivery location usingthe aerial vehicle 200.

In some implementations, the fuselage 210 may include a payloadengagement module 210-1. For example, the payload engagement module210-1 may be a hinged portion of the fuselage 210 that can rotatebetween an open position, in which the interior of the fuselage isaccessible so that the payload 212 may be added to or removed from thefuselage, and a closed position, as illustrated in FIG. 2 , so that thepayload 212 is secured within the interior of the fuselage.

FIG. 3 is a side view of an aerial vehicle 300 with a ring wing 307, inaccordance with disclosed implementations. The aerial vehicle 300corresponds to the aerial vehicle 100 discussed in FIG. 1 and aerialvehicle 200 discussed in FIG. 2 . As illustrated, when the aerialvehicle is oriented for horizontal flight, as illustrated in FIG. 3 ,the fuselage 310 is oriented horizontally and two of the propulsionmechanisms, propulsion mechanism 302-2 and the propulsion mechanism onthe opposing side of the fuselage and illustrated in FIG. 1 , areoriented to produce thrust in a substantially horizontal direction. Incomparison, the other propulsion mechanisms, such as propulsionmechanisms 302-1 and 302-3, are not oriented to produce forces insubstantially the horizontal direction. During horizontal flight, thepropulsion mechanisms, such as propulsion mechanisms 302-1 and 302-3,may be disabled and/or used to produce maneuverability forces that willcause the aerial vehicle to pitch, yaw, and/or roll as it aeriallynavigates in a substantially horizontal direction. In someimplementations, the propulsion mechanisms that are not aligned toproduce substantially horizontal forces may be allowed to freely rotatein the wind and energy produced from the rotation may be used to chargethe power module of the aerial vehicle 300.

The ring wing 307 is angled such that the lower portion 307-2 of thering wing is positioned ahead of the upper portion 307-1 of the ringwing 307. Because the leading wing, lower portion 307-2 produces a muchhigher lift per square inch than the rear wing, upper portion 307-1, andthe chord length of the lower portion 307-2 is less than the chordlength of the upper portion 307-1. Likewise, as illustrated, the upperportion 307-1 of the ring wing has a different camber than the lowerportion 307-2. The chord length and camber transition from thatillustrated along the upper portion 307-1 to the lower portion 307-2.While the sides of the ring wing provide some lift, at the midpoint ofeach side, there is minimal lift produced by the ring wing 307.

In addition to providing lift, the ring wing 307 provides a protectivebarrier or shroud that surrounds the propulsion mechanisms of the aerialvehicle 300. The protective barrier of the ring wing 307 increases thesafety of the aerial vehicle. For example, if the aerial vehicle comesinto contact with another object, there is a higher probability that theobject will contact the ring wing, rather than a propulsion mechanism.

FIG. 4 is a front-on view of an aerial vehicle 400 with a ring wing 407,according to disclosed implementations. The aerial vehicle 400corresponds to aerial vehicle 100 of FIG. 1 , aerial vehicle 200 of FIG.2 , and aerial vehicle 300 of FIG. 3 . As discussed above with respectto FIG. 3 , when the aerial vehicle is oriented for horizontal flight,as illustrated in FIGS. 3 and 4 , the fuselage 410 is oriented in thedirection of travel, the ring wing 407 is oriented in the direction oftravel such that it will produce a lifting force, and propulsionmechanisms 402-2 and 402-5, which are on opposing sides of the fuselage410, are aligned to produce forces in the substantially horizontaldirection to propel or thrust the aerial vehicle horizontally. The otherpropulsion mechanisms 402-1, 402-3, 402-4, and 402-6 are offset and maybe disabled, used to produce maneuverability forces, and/or allowed tofreely rotate and produce energy that is used to charge a power moduleof the aerial vehicle 400. By increasing the thrust produced by each ofthe propulsion mechanisms 402-2 and 402-5, the horizontal speed of theaerial vehicle increases. Likewise, the lifting force from the ring wing407 also increases. In some implementations, as discussed further below,one or more ailerons may be included on the surface of the ring wing andused to control the aerial navigation of the aerial vehicle duringhorizontal flight.

As discussed below, to transition the aerial vehicle from a VTOLorientation, as illustrated in FIG. 2 , to a horizontal flightorientation, as illustrated in FIGS. 3 and 4 , forces generated by eachof the propulsion mechanisms 402 will cause the aerial vehicle to pitchforward and increase in speed in the horizontal direction. As thehorizontal speed increases and the pitch increases, the lifting forceproduced by the airfoil shape of the ring wing will increase which willfurther cause the aerial vehicle to pitch into the horizontal flightorientation and allow the aerial vehicle to remain airborne.

In contrast, as discussed below, when the aerial vehicle is totransition from a horizontal flight orientation to a VTOL orientation,forces from the propulsion mechanisms may cause the aerial vehicle todecrease pitch and reduce horizontal speed. As the pitch of the aerialvehicle decreases, the lift produced by the airfoil shape of the ringwing decreases and the thrust produced by each of the six propulsionmechanisms 402 are utilized to maintain flight of the aerial vehicle400.

As illustrated in FIGS. 1-4 , each of the propulsion mechanisms 402 arepositioned in approximately the same plane that is substantially alignedwith the ring wing. Likewise, each propulsion mechanism 402 is spacedapproximately sixty degrees from each other around the fuselage 410,such that the propulsion mechanisms are positioned at approximatelyequal distances with respect to one another and around the fuselage 410of the aerial vehicle 400. For example, the second propulsion mechanism402-2 and the fifth propulsion mechanism 402-5 may each be positionedalong the X axis. The third propulsion mechanism 402-3 may be positionedat approximately sixty degrees from the X axis and the fourth propulsionmechanism 402-4 may be positioned approximately one-hundred and twentydegrees from the X axis. Likewise, the first propulsion mechanism 402-1and the sixth propulsion mechanism 402-6 may likewise be positionedapproximately sixty and one-hundred and twenty degrees from the X axisin the negative direction.

In other implementations, the spacing between the propulsion mechanismsmay be different. For example, propulsion mechanisms 402-1, 402-3, and402-5, which are oriented in the first direction, may each beapproximately equally spaced 120 degrees apart and propulsion mechanisms402-2, 402-4, and 402-6, which are oriented in the second direction, mayalso be approximately equally spaced 120 degrees apart. However, thespacing between propulsion mechanisms oriented in the first directionand propulsion mechanisms oriented in the second direction may not beequal. For example, the propulsion mechanisms 402-1, 402-3, and 402-5oriented in the first direction, may be positioned at approximately zerodegrees, approximately 120 degrees, and approximately 240 degrees aroundthe perimeter of the aerial vehicle with respect to the X axis, and thepropulsion mechanisms 402-2, 402-4, and 402-6, oriented in the seconddirection, may be positioned at approximately 10 degrees, approximately130 degrees, and approximately 250 degrees around the perimeter of theaerial vehicle 400 with respect to the X axis.

In other implementations, the propulsion mechanisms may have otheralignments. Likewise, in other implementations, there may be fewer oradditional propulsion mechanisms. Likewise, in some implementations, thepropulsion mechanisms may not all be aligned in the same plane and/orthe ring wing may be in a different plane than some or all of thepropulsion mechanisms.

While the examples discussed above and illustrated in FIGS. 1-4 discussrotating the propulsion mechanisms approximately thirty degrees abouteach respective motor arm and that the ring wing is offset approximatelythirty degrees with respect to the fuselage, in other implementations,the orientation of the propulsion mechanisms and/or the ring wing may begreater or less than thirty degrees and the angle of the ring wing maybe different than the angle of one or more propulsion mechanisms. Insome implementations, if maneuverability of the aerial vehicle when theaerial vehicle is in VTOL orientation is of higher importance, theorientation of the propulsion mechanisms may be higher than thirtydegrees. For example, each of the propulsion mechanisms may be orientedapproximately forty-five degrees about each respective motor arm, ineither the first or second direction. In comparison, if lifting force ofthe aerial vehicle when the aerial vehicle is in the VTOL orientation isof higher importance, the orientation of the propulsion mechanisms maybe less than thirty degrees. For example, each propulsion mechanism maybe oriented approximately ten degrees from a vertical orientation abouteach respective motor arm.

In some implementations, the orientations of some propulsion mechanismsmay be different than other propulsion mechanisms. For example,propulsion mechanisms 402-1, 402-3, and 402-5 may each be orientedapproximately fifteen degrees in the first direction and propulsionmechanisms 402-2, 402-4, and 402-6 may be oriented approximatelytwenty-five degrees in the second direction. In still other examples,pairs of propulsion mechanisms may have different orientations thanother pairs of propulsion mechanisms. For example, propulsion mechanisms402-1 and 402-6 may each be oriented approximately thirty degrees in thefirst direction and second direction, respectively, toward one another,propulsion mechanisms 402-3 and 402-2 may each be oriented approximatelyforty-five degrees in the first direction and second direction,respectively, toward one another, and propulsion mechanisms 402-5 and402-4 may each be oriented approximately forty-five degrees in the firstdirection and second direction, respectively, toward one another.

As discussed below, by orienting propulsion mechanisms partially towardone another in pairs, as illustrated, the lateral or horizontal forcesgenerated by the pairs of propulsion mechanisms, when producing the sameamount of force, will cancel out such that the sum of the forces fromthe pair is only in a substantially vertical direction (Z direction),when the aerial vehicle is in the VTOL orientation. Likewise, asdiscussed below, if one propulsion mechanism of the pair produces aforce larger than a second propulsion mechanism, a lateral or horizontalforce will result in the X direction and/or the Y direction, when theaerial vehicle is in the VTOL orientation. A horizontal force producedfrom one or more of the pairs of propulsion mechanisms enables theaerial vehicle to translate in a horizontal direction and/or yaw withoutaltering the pitch of the aerial vehicle, when the aerial vehicle is inthe VTOL orientation. Producing lateral forces by multiple pairs ofpropulsion mechanisms 402 enables the aerial vehicle 400 to operateindependently in any of the six degrees of freedom (surge, sway, heave,pitch, yaw, and roll). As a result, the stability and maneuverability ofthe aerial vehicle 400 is increased.

While the implementations illustrated in FIGS. 1-4 include six arms thatextend radially from a central portion of the aerial vehicle and arecoupled to the ring wing, in other implementations, there may be feweror additional arms. For example, the aerial vehicle may include supportarms that extend between the arms 105 and provide additional support tothe aerial vehicle. As another example, not all of the motor arms mayextend to and couple with the ring wing.

FIG. 5 illustrates a view of an aerial vehicle 500 with a ring wing thatis substantially hexagonal in shape and that surrounds a plurality ofpropulsion mechanisms, according to disclosed implementations. Similarto the aerial vehicle discussed with respect to FIGS. 1-4 , the aerialvehicle 500 includes six propulsion mechanisms 502-1, 502-2, 502-3,502-4, 502-5, and 502-6 spaced about the fuselage 510 of the aerialvehicle 500. As discussed above, while the propulsion mechanisms 502 mayinclude motors and propellers, in other implementations, other forms ofpropulsion may be utilized as the propulsion mechanisms 502. Forexample, one or more of the propulsion mechanisms 502 of the aerialvehicle 500 may utilize fans, jets, turbojets, turbo fans, jet engines,and/or the like to maneuver the aerial vehicle. Generally described, apropulsion mechanism 502, as used herein, includes any form ofpropulsion mechanism that is capable of generating a force sufficient tomaneuver the aerial vehicle, alone and/or in combination with otherpropulsion mechanisms. Furthermore, in selected implementations,propulsion mechanisms (e.g., 502-1, 502-2, 502-3, 502-4, 502-5, and502-6) may be configured such that their individual orientations may bedynamically modified (e.g., change from vertical to horizontal flightorientation) or any position therebetween.

Likewise, while the examples herein describe the propulsion mechanismsbeing able to generate force in either direction, in someimplementations, the propulsion mechanisms may only generate force in asingle direction. However, the orientation of the propulsion mechanismmay be adjusted so that the force can be oriented in a positivedirection, a negative direction, and/or any other direction.

In this implementation, the aerial vehicle 500 also includes a ring wing507 having a substantially hexagonal shape that extends around and formsthe perimeter of the aerial vehicle 500. In the illustrated example, thering wing has six segments 507-1, 507-2, 507-3, 507-4, 507-5, and 507-6that are joined at adjacent ends to form the ring wing 507 around theaerial vehicle 500. Each segment of the ring wing 507 has an airfoilshape to produce lift when the aerial vehicle is oriented as illustratedin FIG. 5 and moving in a direction that is substantially horizontal. Asillustrated, and discussed further below, the ring wing is positioned atan angle with respect to the fuselage 510 such that the lower segment507-2 of the ring wing acts as a front wing as it is toward the front ofthe aerial vehicle when oriented as shown and moving in a horizontaldirection. The upper segment 507-1 of the ring wing, which has a longerchord length than the lower segment 507-2 of the ring wing 507, isfarther back and thus acts as a rear wing.

The ring wing 507 is secured to the fuselage 510 by motor arms 505. Inthis example, all six motor arms 505-1, 505-2, 505-3, 505-4, 505-5, and505-6 are coupled to the fuselage at one end, extend from the fuselage510 and couple to the ring wing 507 at a second end, thereby securingthe ring wing 507 to the fuselage. In other implementations, less thanall of the motor arms may extend from the fuselage 510 and couple to thering wing 507. For example, motor arms 505-2 and 505-5 may be coupled tothe fuselage 510 at one end and extend outward from the fuselage but notcouple to the ring wing 507.

In some implementations, the aerial vehicle may also include one or morestabilizer fins 520 that extend from the fuselage 510 to the ring wing507. The stabilizer fin 520 may also have an airfoil shape. In theillustrated example, the stabilizer fin 520 extends vertically from thefuselage 510 to the ring wing 507. In other implementations, thestabilizer fin may be at other positions. For example, the stabilizerfin may extend downward from the fuselage between motor arm 505-1 andmotor arm 505-6.

In general, one or more stabilizer fins may extend from the fuselage510, between any two motor arms 505 and couple to an interior of thering wing 507. For example, stabilizer fin 520 may extend upward betweenmotor arms 505-3 and 505-4, a second stabilizer fin may extend from thefuselage and between motor arms 505-5 and 505-6, and a third stabilizerfin may extend from the fuselage and between motor arms 505-1 and 505-2.

Likewise, while the illustrated example shows the stabilizer finextending from the fuselage 510 at one end and coupling to the interiorof the ring wing 507 at a second end, in other implementations, one ormore of the stabilizer fin(s) may extend from the fuselage and notcouple to the ring wing or may extend from the ring wing and not coupleto the fuselage. In some implementations, one or more stabilizer finsmay extend from the exterior of the ring wing 507, one or morestabilizer fins may extend from the interior of the ring wing 507, oneor more stabilizer fins may extend from the fuselage 510, and/or one ormore stabilizer fins may extend from the fuselage 510 and couple to theinterior of the ring wing 507.

The fuselage 510, motor arms 505, stabilizer fin 520, and ring wing 507of the aerial vehicle 500 may be formed of any one or more suitablematerials, such as graphite, carbon fiber, and/or aluminum.

Each of the propulsion mechanisms 502 are coupled to a respective motorarm 505 such that the propulsion mechanism 502 is substantiallycontained within the perimeter ring wing 507. For example, propulsionmechanism 502-1 is coupled to motor arm 505-1, propulsion mechanism502-2 is coupled to motor arm 505-2, propulsion mechanism 502-3 iscoupled to motor arm 505-3, propulsion mechanism 502-4 is coupled tomotor arm 505-4, propulsion mechanism 502-5 is coupled to motor arm505-5, and propulsion mechanism 502-6 is coupled to motor arm 505-6. Inthe illustrated example, each propulsion mechanism 502-1, 502-3, 502-4,and 502-6 is coupled at an approximate mid-point of the respective motorarm 505-1, 505-3, 505-4, and 505-6 between the fuselage 510 and the ringwing 507. In comparison, propulsion mechanisms 502-2 and 502-5 arecoupled toward an end of the respective motor arm 505-2 and 505-5. Inother implementations, the propulsion mechanisms may be coupled at otherlocations along the motor arm. Likewise, in some implementations, someof the propulsion mechanisms may be coupled to a mid-point of the motorarm and some of the propulsion mechanisms may be coupled at otherlocations along respective motor arms (e.g., closer toward the fuselage510 or closer toward the ring wing 507).

As illustrated, the propulsion mechanisms 502 may be oriented atdifferent angles with respect to each other. For example, propulsionmechanisms 502-2 and 502-5 are aligned with the fuselage 510 such thatthe force generated by each of propulsion mechanisms 502-2 and 502-5 isin-line or in the same direction or orientation as the fuselage. In theillustrated example, the aerial vehicle 500 is oriented for horizontalflight such that the fuselage is oriented horizontally in the directionof travel. In such an orientation, the propulsion mechanisms 502-2 and502-5 provide horizontal forces, also referred to herein as thrustingforces and act as thrusting propulsion mechanisms.

In comparison to propulsion mechanisms 502-2 and 502-5, each ofpropulsion mechanisms 502-1, 502-3, 502-4, and 502-6 are offset orangled with respect to the orientation of the fuselage 510. When theaerial vehicle 500 is oriented horizontally as shown in FIG. 5 forhorizontal flight, the propulsion mechanisms 502-1, 502-3, 502-4, and502-6 may be used as propulsion mechanisms, providing thrust in anon-horizontal direction to cause the aerial vehicle to pitch, yaw,roll, heave and/or sway. In other implementations, during horizontalflight, the propulsion mechanisms 502-1, 502-3, 502-4, and 502-6 may bedisabled such that they do not produce any forces and the aerial vehicle500 may be propelled aerially in a horizontal direction as a result ofthe lifting force from the aerodynamic shape of the ring wing 507 andthe horizontal thrust produced by the thrusting propulsion mechanisms502-2 and 502-5.

In some implementations, one or more segments of the ring wing 507 mayinclude ailerons 509 that may be adjusted to control the aerial flightof the aerial vehicle 500. For example, one or more ailerons 509 may beincluded on the upper segment 507-1 of the ring wing 507 and/or one ormore ailerons 509 may be included on the side segments 507-4 and/or507-3. The ailerons 509 may be operable to control the pitch, yaw,and/or roll of the aerial vehicle during horizontal flight when theaerial vehicle 500 is oriented as illustrated in FIG. 5 .

The angle of orientation of each of the propulsion mechanisms 502-1,502-2, 502-3, 502-4, 502-5, and 502-6 may vary for differentimplementations. Likewise, in some implementations, the offset of thepropulsion mechanisms 502-1, 502-2, 502-3, 502-4, 502-5, and 502-6 mayeach be the same, with some oriented in one direction and some orientedin another direction, may each be oriented different amounts, and/or indifferent directions.

In the illustrated example of FIG. 5 , each propulsion mechanism 502-1,502-2, 502-3, 502-4, 502-5, and 502-6 may be oriented approximatelythirty degrees with respect to the position of each respective motor arm505-1, 505-2, 505-3, 505-4, 505-5, and 505-6. In addition, the directionof orientation of the propulsion mechanisms is such that pairs ofpropulsion mechanisms are oriented toward one another. For example,propulsion mechanism 502-1 is oriented approximately thirty degreestoward propulsion mechanism 502-6. Likewise, propulsion mechanism 502-2is oriented approximately thirty degrees in a second direction about thesecond motor arm 505-2 and oriented toward propulsion mechanism 502-3.Finally, propulsion mechanism 502-4 is oriented approximately thirtydegrees in the first direction about the fourth motor arm 505-4 andtoward propulsion 502-5. As illustrated, propulsion mechanisms 502-3 and502-6, which are on opposing sides of the fuselage 510, are aligned andoriented in a same first direction (in this example, horizontal).Propulsion mechanisms 502-2 and 502-5, which are on opposing sides ofthe fuselage 510, are aligned and oriented in a same second direction,which is angled compared to the first direction. Propulsion mechanisms502-1 and 502-4, which are on opposing sides of the fuselage 510, arealigned and oriented in a same third direction, which is angled comparedto the first direction and the second direction.

FIG. 6 illustrates a side view of the aerial vehicle 600 oriented forvertical takeoff and landing (VTOL), in accordance with disclosedimplementations. The aerial vehicle 600 corresponds to the aerialvehicle 500 discussed above with respect to FIG. 5 . When oriented asillustrated in FIG. 6 , the aerial vehicle may maneuver in any of thesix degrees of freedom (pitch, yaw, roll, heave, surge, and sway),thereby enabling VTOL and high maneuverability.

As illustrated, when the aerial vehicle is oriented for VTOL, the motorarms and the ring wing 607 are aligned approximately horizontally and inthe same plane. In this orientation, each of the propulsion mechanismsare offset or angled with respect to the horizontal and/or verticaldirection. As such, each propulsion mechanism 602, when generating aforce, generates a force that includes both a horizontal component and avertical component. In the illustrated example, each propulsionmechanism is angled approximately thirty degrees with respect tovertical. Likewise, as discussed above, adjacent propulsion mechanismsare angled in opposing directions to form pairs of propulsionmechanisms. For example, propulsion mechanism 602-2 is oriented towardpropulsion mechanism 602-3. As discussed further below, angling adjacentpropulsion mechanisms toward one another to form pairs of propulsionmechanisms allows horizontal forces from each propulsion mechanism tocancel out such that the pair of propulsion mechanisms can produce avertical force. Likewise, if one of the propulsion mechanisms of a pairof propulsion mechanisms is producing a larger force than the otherpropulsion mechanism of the pair, a net horizontal force will resultfrom the pair of propulsion mechanisms. Accordingly, when the aerialvehicle 600 is oriented for VTOL with angled propulsion mechanisms, asillustrated in FIG. 6 , the aerial vehicle can move independently in anyof the six degrees of freedom. For example, if the aerial vehicle is tosurge in the X direction, it can do so by altering the forces producedby the propulsion mechanisms to generate a net horizontal force in the Xdirection without having to pitch forward to enable a surge in the Xdirection.

To enable the fuselage to be oriented horizontally with an offset ringwing 607 during horizontal flight, as illustrated in FIG. 5 , thefuselage is rotated at an angle when the aerial vehicle 600 is orientedfor VTOL, as illustrated in FIG. 6 . In this example the fuselage 610 isangled at approximately thirty degrees from vertical. In otherimplementations, the amount of rotation from vertical may be greater orless depending on the amount of offset desired for the ring wing 607when the aerial vehicle 600 is oriented for horizontal flight.

The aerial vehicle may also include one or more landing gears 603 thatare extendable to a landing position, as illustrated in FIG. 6 . Duringflight, the landing gear 603 may be retracted into the interior of thering wing 607 and/or may be rotated up and remain along the trailingedge of the ring wing. In still other examples, the landing gear may bepermanently affixed.

The fuselage 610 may be used to store one or more components of theaerial vehicle, such as the aerial vehicle control system 614, powermodule 606, and/or a payload 612 that is transported by the aerialvehicle. The aerial vehicle control system is discussed further below.The power module(s) 606 may be removably mounted to the aerial vehicle600. The power module(s) 606 for the aerial vehicle may be, for example,in the form of battery power, solar power, gas power, super capacitor,fuel cell, alternative power generation source, or a combinationthereof. The power module(s) 606 are coupled to and provide power forthe aerial vehicle control system 614, the propulsion mechanisms 602,and the payload engagement module 610-1.

In some implementations, one or more of the power modules may beconfigured such that it can be autonomously removed and/or replaced withanother power module. For example, when the aerial vehicle lands at adelivery location, relay location and/or materials handling facility,the aerial vehicle may engage with a charging member at the locationthat will recharge the power module.

The payload 612 may be any payload that is to be transported by theaerial vehicle. In some implementations, the aerial vehicle may be usedto aerially deliver items ordered from customers for aerial delivery andthe payload may include one or more customer ordered items. For example,a customer may order an item from an electronic commerce website and theitem may be delivered to a customer specified delivery location usingthe aerial vehicle 600.

In some implementations, the fuselage 610 may include a payloadengagement module 610-1. For example, the payload engagement module610-1 may be a hinged portion of the fuselage 610 that can rotatebetween an open position, in which the interior of the fuselage isaccessible so that the payload 612 may be added to or removed from thefuselage, and a closed position, as illustrated in FIG. 6 , so that thepayload 612 is secured within the interior of the fuselage.

FIG. 7 is a side view of an aerial vehicle 700 with a ring wing 707, inaccordance with disclosed implementations. The aerial vehicle 700corresponds to the aerial vehicle 500 discussed in FIG. 5 and aerialvehicle 600 discussed in FIG. 6 . As illustrated, when the aerialvehicle is oriented for horizontal flight, as illustrated in FIG. 7 ,the fuselage 710 is oriented horizontally and two of the propulsionmechanisms, propulsion mechanism 702-2 and the propulsion mechanism onthe opposing side of the fuselage and illustrated in FIG. 5 , areoriented to produce thrust in a substantially horizontal direction. Incomparison, the other propulsion mechanisms, such as propulsionmechanisms 702-1 and 702-3 are not oriented to produce forces insubstantially the horizontal direction. During horizontal flight, thepropulsion mechanisms, such as propulsion mechanism 702-1 and 702-3 maybe disabled and/or used to produce maneuverability forces that willcause the aerial vehicle to pitch, yaw, and/or roll as it aeriallynavigates in a substantially horizontal direction. In someimplementations, the propulsion mechanisms that are not aligned toproduce substantially horizontal forces may be allowed to freely rotatein the wind and energy produced from the rotation may be used to chargethe power module of the aerial vehicle 700.

The ring wing 707 is angled such that the lower segment 707-2 of thering wing is positioned ahead of the upper segment 707-1 of the ringwing 707. Because the leading wing, lower segment 707-2 produces a muchhigher lift per square inch than the rear wing, upper segment 707-1, thechord length of the lower segment 707-2 is less than the chord length ofthe upper segment 707-1. Likewise, as illustrated, the upper segment707-1 of the ring wing has a different camber than the lower segment707-2. The chord length and camber transition from that illustratedalong the upper segment 707-1 to the lower segment 707-2. Inimplementations that include one or more stabilizer fins, such asstabilizer fin 520 (FIG. 5 ), the difference between the chord length ofthe lower segment 707-2 and the upper segment 707-1 may be less and/orthe difference between the camber of the lower segment 707-2 and theupper segment 707-1 may be less.

While the side segments, such as side segment 707-4 and segment 707-6 ofthe ring wing provide some lift, at the midpoint 708 of each sidesegment there is minimal lift produced by the ring wing 707. Becausethere is minimal lift produced at the midpoint 708, the segments may betapered to reduce the overall weight of the aerial vehicle. In thisexample, the side segments, such as side segments 707-4 and 707-6, aretapered toward the mid-point but retain some dimension for structuralintegrity and to operate as a protective barrier around the propulsionmechanisms 702. While the illustrated examples show both side segments707-4 and 707-6 tapering to a smaller end at the midpoint 708, in otherimplementations, the taper may be consistent from the larger top segment707-1 to the smaller lower segment 707-2.

In addition to providing lift, the ring wing 707 provides a protectivebarrier or shroud that surrounds the propulsion mechanisms of the aerialvehicle 700. The protective barrier of the ring wing 707 increases thesafety of the aerial vehicle. For example, if the aerial vehicle comesinto contact with another object, there is a higher probability that theobject will contact the ring wing, rather than a propulsion mechanism.

FIG. 8 is a front-on view of an aerial vehicle 800 with a ring wing 807having a substantially hexagonal shape, according to disclosedimplementations. The aerial vehicle 800 corresponds to aerial vehicle500 of FIG. 5 , aerial vehicle 600 of FIG. 6 , and aerial vehicle 700 ofFIG. 7 . As discussed above with respect to FIG. 7 , when the aerialvehicle is oriented for horizontal flight, as illustrated in FIGS. 7 and8 , the fuselage 810 is oriented in the direction of travel, the ringwing 807 is oriented in the direction of travel such that it willproduce a lifting force, and propulsion mechanisms 802-2 and 802-5,which are on opposing sides of the fuselage 810, are aligned to produceforces in the substantially horizontal direction to propel or thrust theaerial vehicle horizontally. The other propulsion mechanisms 802-1,802-3, 802-4, and 802-6 are offset and may be disabled, used to producemaneuverability forces, and/or allowed to freely rotate and produceenergy that is used to charge a power module of the aerial vehicle 800.By increasing the thrust produced by each of the propulsion mechanisms802-2 and 802-5, the horizontal speed of the aerial vehicle increases.Likewise, the lifting force from the ring wing 807 also increases. Insome implementations, one or more ailerons, such as those discussedabove with respect to FIG. 5 , may be included on the surface of thering wing and used to control the aerial navigation of the aerialvehicle during horizontal flight. Likewise, one or more stabilizer fins820 may be included to stabilize the aerial vehicle during horizontalflight.

In some implementations, the hexagonal shaped ring wing may decreasemanufacturing costs, provide for more stable flight, and provide flattersurfaces upon which control elements, such as ailerons, may be included.Likewise, other components may be coupled to the surface of the ringwing. Other components include, but are not limited to, sensors, imagingelements, range finders, identifying markers, navigation components,such as global positioning satellite antennas, antennas, etc.

As discussed below, to transition the aerial vehicle from a VTOLorientation, as illustrated in FIG. 6 , to a horizontal flightorientation, as illustrated in FIGS. 7 and 8 , forces generated by eachof the propulsion mechanisms 802 will cause the aerial vehicle to pitchforward and increase in speed in the horizontal direction. As thehorizontal speed increases and the pitch increases, the lifting forceproduced by the airfoil shape of the ring wing will increase which willfurther cause the aerial vehicle to pitch into the horizontal flightorientation and allow the aerial vehicle to remain airborne.

In contrast, as discussed below, when the aerial vehicle is totransition from a horizontal flight orientation to a VTOL orientation,forces from the propulsion mechanisms may cause the aerial vehicle todecrease pitch and reduce horizontal speed. As the pitch of the aerialvehicle decreases, the lift produced by the airfoil shape of the ringwing decreases and the thrust produced by each of the six propulsionmechanisms 802 are utilized to maintain flight of the aerial vehicle800.

As illustrated in FIGS. 5-8 , each of the propulsion mechanisms 802 arepositioned in approximately the same plane that is substantially alignedwith the ring wing. Likewise, each propulsion mechanism 802 is spacedapproximately sixty degrees from each other around the fuselage 810,such that the propulsion mechanisms are positioned at approximatelyequal distances with respect to one another and around the fuselage 810of the aerial vehicle 800. For example, the second propulsion mechanism802-2 and the fifth propulsion mechanism 802-5 may each be positionedalong the X axis. The third propulsion mechanism 802-3 may be positionedat approximately sixty degrees from the X axis and the fourth propulsionmechanism 802-4 may be positioned approximately one-hundred and twentydegrees from the X axis. Likewise, the first propulsion mechanism 802-1and the sixth propulsion mechanism 802-6 may likewise be positionedapproximately sixty and one-hundred and twenty degrees from the X axisin the negative direction.

In other implementations, the spacing between the propulsion mechanismsmay be different. For example, propulsion mechanisms 802-1, 802-3, and802-5, which are oriented in the first direction, may each beapproximately equally spaced 120 degrees apart and propulsion mechanisms802-2, 802-4, and 802-6, which are oriented in the second direction, mayalso be approximately equally spaced 120 degrees apart. However, thespacing between propulsion mechanisms oriented in the first directionand propulsion mechanisms oriented in the second direction may not beequal. For example, the propulsion mechanisms 802-1, 802-3, and 802-5,oriented in the first direction, may be positioned at approximately zerodegrees, approximately 120 degrees, and approximately 240 degrees aroundthe perimeter of the aerial vehicle with respect to the X axis, and thepropulsion mechanisms 802-2, 802-4, and 802-6, oriented in the seconddirection, may be positioned at approximately 10 degrees, approximately130 degrees, and approximately 250 degrees around the perimeter of theaerial vehicle 800 with respect to the X axis.

In other implementations, the propulsion mechanisms may have otheralignments. Likewise, in other implementations, there may be fewer oradditional propulsion mechanisms. Likewise, in some implementations, thepropulsion mechanisms may not all be aligned in the same plane and/orthe ring wing may be in a different plane than some or all of thepropulsion mechanisms.

While the examples discussed above and illustrated in FIGS. 5-8 discussrotating the propulsion mechanisms approximately thirty degrees abouteach respective motor arm and that the ring wing is offset approximatelythirty degrees with respect to the fuselage, in other implementations,the orientation of the propulsion mechanisms and/or the ring wing may begreater or less than thirty degrees and the angle of the ring wing maybe different than the angle of one or more propulsion mechanisms. Insome implementations, if maneuverability of the aerial vehicle when theaerial vehicle is in VTOL orientation is of higher importance, theorientation of the propulsion mechanisms may be higher than thirtydegrees. For example, each of the propulsion mechanisms may be orientedapproximately forty-five degrees about each respective motor arm, ineither the first or second direction. In comparison, if the liftingforce of the aerial vehicle when the aerial vehicle is in the VTOLorientation is of higher importance, the orientation of the propulsionmechanisms may be less than thirty degrees. For example, each propulsionmechanism may be oriented approximately ten degrees from a verticalorientation about each respective motor arm.

In some implementations, the orientations of some propulsion mechanismsmay be different than other propulsion mechanisms. For example,propulsion mechanisms 802-1, 802-3, and 802-5 may each be orientedapproximately fifteen degrees in the first direction and propulsionmechanisms 802-2, 802-4, and 802-6 may be oriented approximatelytwenty-five degrees in the second direction. In still other examples,pairs of propulsion mechanisms may have different orientations thanother pairs of propulsion mechanisms. For example, propulsion mechanisms802-1 and 802-6 may each be oriented approximately thirty degrees in thefirst direction and second direction, respectively, toward one another,propulsion mechanisms 802-3 and 802-2 may each be oriented approximatelyforty-five degrees in the first direction and second direction,respectively, toward one another, and propulsion mechanisms 802-5 and802-4 may each be oriented approximately forty-five degrees in the firstdirection and second direction, respectively, toward one another.

As discussed below, by orienting propulsion mechanisms partially towardone another in pairs, as illustrated, the lateral or horizontal forcesgenerated by the pairs of propulsion mechanisms, when producing the sameamount of force, will cancel out such that the sum of the forces fromthe pair is only in a substantially vertical direction (Z direction),when the aerial vehicle is in the VTOL orientation. Likewise, asdiscussed below, if one propulsion mechanism of the pair produces aforce larger than a second propulsion mechanism, a lateral or horizontalforce will result in the X direction and/or the Y direction, when theaerial vehicle is in the VTOL orientation. A horizontal force producedfrom one or more of the pairs of propulsion mechanisms enables theaerial vehicle to translate in a horizontal direction and/or yaw withoutaltering the pitch of the aerial vehicle, when the aerial vehicle is inthe VTOL orientation. Producing lateral forces by multiple pairs ofpropulsion mechanisms 802 enables the aerial vehicle 800 to operateindependently in any of the six degrees of freedom (surge, sway, heave,pitch, yaw, and roll). As a result, the stability and maneuverability ofthe aerial vehicle 800 is increased.

While the implementations illustrated in FIGS. 5-8 include six arms thatextend radially from a central portion of the aerial vehicle and arecoupled to the ring wing, in other implementations, there may be feweror additional arms. For example, the aerial vehicle may include supportarms that extend between the arms 505 and provide additional support tothe aerial vehicle. As another example, not all of the motor arms mayextend to and couple with the ring wing.

While the examples discussed above in FIGS. 1-8 describe a ring wing ineither a substantially circular shape (FIGS. 1-4 ) or a substantiallyhexagonal shape (FIGS. 5-8 ), in other implementations, the ring wingmay have other shapes. For example, the ring wing may be substantiallysquare, rectangular, pentagonal, octagonal, etc.

FIG. 9 is a flow diagram illustrating an example maneuverability process900, according to disclosed implementations. The example maneuverabilityprocess 900 is performed when the aerial vehicle is in VTOL orientation.The example process 900 begins by receiving an aerial navigation commandthat includes a maneuver, as in 902. A maneuver may be any command toalter or change an aspect of the aerial vehicle’s current flight. Forexample, a maneuver may be to ascend or descend (heave), increase ordecrease speed (surge), move right or left (sway), pitch, yaw, roll,and/or any combination thereof.

Based on the commanded maneuver, the example process determines thepropulsion mechanisms to be used in executing the maneuver, as in 903.As discussed herein, the aerial vehicle may include multiple propulsionmechanisms, as discussed herein, that may be selectively used togenerate thrusts that will cause the aerial vehicle to execute one ormore maneuvers, in any of the six degrees of freedom, when the aerialvehicle is in the VTOL orientation.

In addition to determining the propulsion mechanisms that are to be usedto execute the maneuvers, the magnitude and direction of the thrust tobe generated by each of the propulsion mechanisms is determined, as in904. As discussed above, in some implementations, the propulsionmechanisms may be configured to generate forces in either direction inwhich they are aligned. Alternatively, or in addition thereto, thepropulsion mechanisms may be configured such that they are rotatablebetween two or more positions so that forces generated by the propulsionmechanism may be oriented in different directions. In otherimplementations, the propulsion mechanisms may be secured at fixedpositions on the aerial vehicle.

Based on the determined propulsion mechanisms that are to be used togenerate the commanded maneuvers and the determined magnitudes anddirections of the forces to be generated by those propulsion mechanisms,instructions are sent to the determined propulsion mechanisms that causethe forces to be generated, as in 906. FIGS. 14-19 illustrate examplesof different forces that may be generated by each propulsion mechanismto execute one or more commanded maneuvers in any of the six degrees offreedom.

FIG. 10 is a flow diagram illustrating an example transition fromvertical flight to horizontal flight process 1000, in accordance withdisclosed implementations. The example process may be performed by anyof the aerial vehicles discussed herein that include a plurality ofpropulsion mechanisms and a ring wing surrounding at least a portion ofthe plurality of propulsion mechanisms, when the aerial vehicle isoperating in a VTOL orientation. The example process 1000 begins uponreceipt of an aerial command that includes a horizontal component, as in1002. The command may be received from a remote source, such as acontroller, remote computing resource, other aerial vehicle, etc. Inother examples, the command may be part of a defined flight path,determined by the aerial vehicle as part of autonomous operation, etc.

Upon receipt of a command with a horizontal component, forces aregenerated by respective propulsion mechanisms and/or by one or moreailerons of the ring wing that cause the aerial vehicle to pitch forwardand increase in speed in the commanded horizontal direction, as in 1004.As discussed further below, different forces may be produced bydifferent propulsion mechanisms that cause a pitching moment about the Yaxis and a surge in the X direction.

As the aerial vehicle is pitching forward and surging in the commanded Xdirection, a determination is made as to whether a horizontal airspeedand a pitch angle both exceed respective thresholds, as in 1006. Thepitch angle threshold and corresponding horizontal airspeed thresholdmay be dependent upon one another and correspond to a pitch andhorizontal airspeed necessary for the aerial vehicle to receivesufficient lift from the ring wing of the aerial vehicle for horizontalflight.

If it is determined that one or both of the horizontal airspeed or thepitch angle do not exceed respective thresholds, a determination is madeas to whether the command has been satisfied, as in 1008. If it isdetermined that the command has been satisfied, the example processcompletes, as in 1010. If it is determined that the command has not beensatisfied, the example process 1000 returns to block 1004 and continues.

Returning to decision block 1006, if it is determined that both thehorizontal air speed exceeds the horizontal airspeed threshold and thepitch angle exceeds the pitch angle threshold, the thrust of the twopropulsion mechanisms that are oriented in a substantially horizontaldirection is increased, as in 1012, and the thrust generated by theother propulsion mechanisms, referred to as the maneuverabilitypropulsion mechanisms when the aerial vehicle is in a horizontal flightorientation, is decreased or terminated, as in 1014. When the aerialvehicle is moving in a horizontal direction that exceeds the horizontalairspeed threshold, and the pitch angle of the aerial vehicle exceedsthe pitch angle threshold, the aerial vehicle is considered to be in thehorizontal flight orientation discussed above.

When the aerial vehicle is in the horizontal flight orientation, thethrust of the horizontally aligned propulsion mechanisms is increased tocontinue to propel the aerial vehicle in a horizontal direction and toaccount for the decrease in thrust provided by the other propulsionmechanisms. When the aerial vehicle is in the horizontal flightorientation and moving at a horizontal airspeed speed that exceeds theairspeed threshold, the aerodynamic shape of the ring wing producessufficient lift to maintain the aerial vehicle in horizontal flight. Theforces generated by the horizontally aligned propulsion mechanismspropel the aerial vehicle horizontally.

The aerial vehicle continues to aerially navigate in the horizontaldirection and completes the aerial command, as in 1016. The horizontalflight orientation of the implementations described herein improve theefficiency and flight range of the aerial vehicles compared to aerialvehicles that must utilize all propulsion mechanisms to horizontallynavigate.

FIG. 11 is a flow diagram illustrating an example transition fromhorizontal flight to vertical flight process 1100, in accordance withdisclosed implementations. The example process may be performed by anyof the aerial vehicles discussed herein that include a plurality ofpropulsion mechanisms and a ring wing surrounding at least a portion ofthe plurality of propulsion mechanisms, when the aerial vehicle isoperating in a horizontal flight orientation. The example process 1100begins upon receipt of an aerial command that includes a verticalcomponent, as in 1102. The command may be received from a remote source,such as a controller, remote computing resource, other aerial vehicle,etc. In other examples, the command may be part of a defined flightpath, determined by the aerial vehicle as part of autonomous operation,etc.

Upon receiving a command that includes a vertical component, forces aregenerated by one or more of the propulsion mechanisms and/or one or moreailerons of the ring wing that cause the pitch of the aerial vehicle todecrease and may cause the horizontal airspeed to decrease, as in 1104.As discussed further below, different forces may be produced bydifferent propulsion mechanisms that cause a pitching moment about the Yaxis to decrease.

As the pitch of the aerial vehicle decreases and possibly the horizontalairspeed decreases, a determination is made as to whether the horizontalairspeed or the pitch angle of the aerial vehicle are below respectivethresholds, as in 1106. The pitch angle threshold and correspondinghorizontal airspeed threshold may be dependent upon one another andcorrespond to a pitch and horizontal airspeed necessary for the aerialvehicle to receive sufficient lift from the ring wing of the aerialvehicle for horizontal flight.

If it is determined that neither the pitch angle nor the horizontalairspeed are below respective thresholds, a determination is made as towhether the command has been satisfied, as in 1108. If it is determinedthat the command has been satisfied, the example process completes, asin 1110. If it is determined that the command has not been satisfied,the example process 1100 returns to block 1104 and continues.

Returning to decision block 1106, if it is determined that either thehorizontal air speed is below the horizontal airspeed threshold or thepitch angle is below the pitch angle threshold, the thrust of the twopropulsion mechanisms that were oriented in a substantially horizontaldirection is decreased, as in 1112, and the thrust generated by theother propulsion mechanisms is increased, as in 1114. When the aerialvehicle is moving below a horizontal airspeed threshold and has a pitchangle that is below the pitch angle threshold, the aerial vehicle isconsidered to be in the VTOL orientation discussed above.

When the aerial vehicle is in the VTOL orientation, the thrust producedby each of the propulsion mechanisms is used to maintain flight of theaerial vehicle and to aerially navigate or maneuver the aerial vehicle.

The aerial vehicle continues to aerially navigate in the verticaldirection and completes the aerial command, as in 1116. The VTOL flightorientation of the implementations described herein improve themaneuverability of the aerial vehicle, enabling the aerial vehicle tocomplete vertical takeoff, landing, payload delivery, and to operate andmaneuver within confined spaces.

Providing an aerial vehicle that can transition between a VTOLorientation and a horizontal flight orientation, as discussed herein,improves the overall performance, safety, and efficiency of the aerialvehicle. For example, if the aerial vehicle is to aerially navigate acustomer ordered item for delivery to the customer, the aerial vehiclemay be loaded with the payload (customer item), depart in asubstantially vertical direction from a source location in a VTOLorientation until the aerial vehicle reaches a defined altitude and thentransition to a horizontal flight orientation to efficiently and quicklynavigate to a position at a defined altitude above the customer deliverylocation. Upon reaching a position above the customer delivery location,the aerial vehicle can transition from the horizontal flight orientationto the VTOL orientation, descend vertically to the delivery location anddeliver the item. Upon completion of item delivery, the aerial vehiclemay ascend vertically and navigate to another location.

FIG. 12 illustrates an example flight transition 1201 from a verticaltakeoff in a VTOL orientation to horizontal flight in a horizontalflight orientation, in accordance with disclosed implementations. Thetransition from a VTOL orientation to horizontal flight orientation maybe performed by any of the aerial vehicles discussed herein. In thisexample, at an initial time, the aerial vehicle 1200-1 is landed,positioned in a VTOL orientation such that the ring wing 1207-1 ishorizontally aligned in the X-Y plane and the fuselage 1210-1 is rotatedat an angle with respect to vertical. The landing gear 1203-1 is alsodeployed to support the aerial vehicle.

The aerial vehicle then produces vertical thrust using propulsionmechanisms that cause the aerial vehicle to vertically ascend to analtitude, as illustrated by aerial vehicle 1200-2. At the second pointin time, the aerial vehicle 1200-2 is still in the VTOL orientation,with the fuselage 1210-2 rotated from vertical and the ring wing andcorresponding propulsion mechanisms horizontally aligned in the X-Yplane. In this example, as the aerial vehicle ascends the landing gear1203-2 rotates and begins to contract toward the ring wing 1207-2.

At time three, illustrated by aerial vehicle 1200-3, the aerial vehiclebegins to pitch forward by producing different forces by differentpropulsion mechanisms that cause a pitch moment about the Y axis. Asillustrated, as the aerial vehicle 1200-3 begins to pitch forward, thering wing 1207-3 and the propulsion mechanisms are no longerhorizontally aligned and the aerial vehicle begins moving in thedirection of the alignment of the fuselage 1210-3. Finally, at timethree, the landing gear 1203-3 in this example has been fully retracted.

At time four, as illustrated by aerial vehicle 1200-4, pitch of theaerial vehicle 1200-4 continues to increase and the horizontal airspeedof the vehicle continues to increase. As the pitch and horizontalairspeed increase, the ring wing moves into a more vertical orientationand begins to generate a lifting force that will maintain the aerialvehicle at an altitude. In addition, the lifting force generated by thering wing will cause the aerial vehicle to continue to rotate to thehorizontal flight orientation, as illustrated at time five by aerialvehicle 1200-5.

At time five, the aerial vehicle 1200-5 is in the horizontal flightorientation, the fuselage 1210-5 is oriented horizontally and the aerialvehicle is aerially navigating in a direction that includes asubstantially horizontal component. As discussed above, when the aerialvehicle is in the horizontal flight orientation, two of the propulsionmechanisms are horizontally aligned to produce thrusting forces in thesubstantially horizontal direction. As such, the forces produced bythose two propulsion mechanisms are increased and the other propulsionmechanisms disabled, reduced, or allowed to rotate freely to produceenergy that is used to charge a power module of the aerial vehicle. Insome implementations, the non-used propulsion mechanisms may beadjustable such that they can be folded or positioned out of the way toreduce drag of the aerial vehicle.

As the aerial vehicle operates in the horizontal flight orientation, asillustrated at time six by aerial vehicle 1200-6, the fuselage 1210-6remains horizontally oriented in the direction of travel and the ringwing 1207-6 remains oriented to produce lift that supports efficienthorizontal flight of the aerial vehicle. In the horizontal flightorientation, the aerial vehicle can aerially navigate at high speedswith lower power consumption, thereby increasing the operating range ofthe aerial vehicle.

FIG. 13 illustrates an example flight transition 1301 from a horizontalflight orientation to a VTOL orientation, in accordance with disclosedimplementations. In this example, at time one, illustrated by aerialvehicle 1300-1, the aerial vehicle is in the horizontal flightorientation and aerially navigating in a substantially horizontaldirection. At time two, illustrated by aerial vehicle 1300-2, the aerialvehicle receives a command to transition to a VTOL orientation anddescend. In executing the command, the forces generated by thepropulsion mechanisms and/or the ailerons of the ring wing, cause thepitch of the aerial vehicle 1300-3 to begin to decrease such that thering wing 1307-3 begins to rotate toward horizontal and the fuselage1310-3 begins to rotate away from the horizontal orientation. As thepitch decreases and the ring wing rotates, the horizontal airspeed ofthe aerial vehicle decreases and the lifting force generated by the ringwing decreases. To counteract the decrease in lift from the ring wing,the forces generated by the propulsion mechanisms of the aerial vehicleare increased so that the aerial vehicle maintains flight.

At time four, illustrated by aerial vehicle 1300-4, the horizontalairspeed has substantially terminated, the pitch of the aerial vehiclecontinues to decrease such that the ring wing 1307-4 continues to rotatemore toward horizontal and the fuselage 1310-4 continues to rotateupward. Likewise, the forces produced by the propulsion mechanisms ofthe aerial vehicle 1300-4 are producing lift sufficient to maintain theaerial vehicle at altitude.

At time five, illustrated by aerial vehicle 1300-5, the aerial vehiclehas completed transition such that the ring wing 1307-5 is horizontallyaligned in the X-Y plane, the fuselage 1310-5 is rotated away fromhorizontal and the propulsion mechanisms of the aerial vehicle 1300-5are providing lift and maneuverability of the aerial vehicle 1300-5.

By decreasing the forces produced by the propulsion mechanisms, theaerial vehicle 1300-6, at time six, is descending and the landing gear1303-6 begins to deploy. Finally, at time seven, the aerial vehicle1300-7 has descended, the landing gear 1303-7 has deployed and theaerial vehicle maintains the VTOL orientation in which the ring wing1307-7 and corresponding propulsion mechanisms are horizontally alignedin the X-Y plane. In this example, the forces generated by thepropulsion mechanisms allow the aerial vehicle to hover above thesurface. In such a position, the aerial vehicle 1300-7 may deploy orcomplete delivery of a payload, land, ascend, or move in any of the sixdegrees of freedom.

FIGS. 14 - 19 are diagrams of the propulsion mechanisms of the aerialvehicle illustrated in FIGS. 1-8 viewed from overhead, or from atop-down perspective, when the aerial vehicle is in a VTOL orientation.To aid in explanation, other components of the aerial vehicle have beenomitted from FIGS. 14 - 19 and different forces in the X or Y directionthat may be generated by one or more of the propulsion mechanisms areillustrated by vectors. For purposes of discussion, forces generated inthe Z direction, or the Z component of forces by the propulsionmechanisms have been omitted from FIGS. 14 - 19 . Except where otherwisenoted, the sum of the Z components of the forces produced by thepropulsion mechanisms are equal and opposite the gravitation forceacting on the aerial vehicle such that the altitude of the aerialvehicle will remain substantially unchanged.

As will be appreciated, the altitude or vertical position of the aerialvehicle may be increased or decreased by further altering the forcesgenerated by the propulsion mechanisms such that the sum of the Zcomponents of the forces are greater (to increase altitude) or less (todecrease altitude) than the gravitational force acting upon the aerialvehicle.

The illustrated forces, when generated, will cause the aerial vehicle,when the aerial vehicle is in the illustrated VTOL orientation, to surgein the X direction (FIG. 14 ), sway in the Y direction (FIG. 15 ), hover(FIG. 16 ), pitch (FIG. 17 ), yaw (FIG. 18 ), and roll (FIG. 19 ).

While the below examples discuss summing of the components of the forcesto determine a magnitude and direction of a net force and/or a moment,it will be appreciated that the discussion is for explanation purposesonly. The net forces and moments for the illustrated aerial vehicles maybe determined by control systems, such as that discussed with respect toFIG. 20 based on the configuration of the aerial vehicle. For example,an influence matrix may be utilized to determine a net force (or netforce components) and moments for an aerial vehicle given particularforces or thrusts generated by each propulsion mechanism. Likewise, aninverse influence matrix may be utilized to determine required forces orthrusts for each propulsion mechanism given a desired force, or netforce components and moments.

Referring to the aerial vehicle illustrated in FIGS. 1-8 and assumingthe propulsion mechanisms are oriented about the respective motor armsapproximately thirty degrees in alternating directions, and assuming thepropulsion mechanisms are located 1 radius from the origin of the aerialvehicle and the aerial vehicle is in the VTOL orientation, the followinginfluence matrix may be used to determine the X, Y, and Z components ofa net force and the moments about the X, Y, and Z axis given thrusts foreach of the six propulsion mechanisms:

$\begin{matrix}\lbrack.250) & {\text{-}.433} & .866 & .425 & {\text{-}\text{.736}} & \left( {\text{-}\text{.528}} \right\rbrack \\\left\lbrack {\text{-}\text{.500}} \right) & 0 & .866 & .850 & 0 & (.528\rbrack \\\lbrack.250) & .433 & .866 & .425 & .736 & \left( {\text{-}\text{.528}} \right\rbrack \\\lbrack.250) & {\text{-}\text{.433}} & .866 & {\text{-}\text{.425}} & .736 & (.528\rbrack \\\left\lbrack {\text{-}\text{.500}} \right) & 0 & .866 & {\text{-}\text{.850}} & 0 & \left( {\text{-}\text{.528}} \right\rbrack \\\lbrack.250) & .433 & .866 & {\text{-}\text{.425}} & {\text{-}\text{.736}} & (.528\rbrack\end{matrix}\mspace{6mu}\mspace{6mu}\mspace{6mu}\begin{matrix}\left\lbrack \text{T1} \right\rbrack \\\left\lbrack \text{T2} \right\rbrack \\\left\lbrack {\text{T}3} \right\rbrack \\\left\lbrack {\text{T}4} \right\rbrack \\\left\lbrack {\text{T}5} \right\rbrack \\\left\lbrack {\text{T}6} \right\rbrack\end{matrix}\mspace{6mu}\mspace{6mu}\mspace{6mu}\mspace{6mu} = \mspace{6mu}\mspace{6mu}\mspace{6mu}\mspace{6mu}\begin{matrix}\left\lbrack \text{Fx} \right\rbrack \\\left\lbrack \text{Fy} \right\rbrack \\\left\lbrack \text{Fz} \right\rbrack \\\left\lbrack \text{Mx} \right\rbrack \\\left\lbrack \text{My} \right\rbrack \\\left\lbrack \text{Mz} \right\rbrack\end{matrix}$

Likewise, the following inverse influence matrix may be used todetermine the thrusts for each of the six propulsion mechanisms givendesired net force components and moments:

$\begin{matrix}\lbrack.333) & {\text{-}.577} & .192 & .196 & {\text{-}\text{.340}} & \left( {\text{-}\text{.316}} \right\rbrack \\\left\lbrack {\text{-}\text{.667}} \right) & 0 & .192 & .392 & 0 & (.316\rbrack \\\lbrack.333) & .577 & .192 & .196 & .340 & \left( {\text{-}\text{.316}} \right\rbrack \\\lbrack.333) & {\text{-}\text{.577}} & .192 & {\text{-}\text{.196}} & .340 & (.316\rbrack \\\left\lbrack {\text{-}\text{.667}} \right) & 0 & .192 & {\text{-}\text{.392}} & 0 & \left( {\text{-}\text{.316}} \right\rbrack \\\lbrack.333) & .577 & .192 & {\text{-}\text{.196}} & {\text{-}\text{.340}} & (.316\rbrack\end{matrix}\mspace{6mu}\mspace{6mu}\mspace{6mu}\mspace{6mu}\mspace{6mu}\begin{matrix}\left\lbrack \text{Fx} \right\rbrack \\\left\lbrack \text{Fy} \right\rbrack \\\left\lbrack \text{Fz} \right\rbrack \\\left\lbrack \text{Mx} \right\rbrack \\\left\lbrack \text{My} \right\rbrack \\\left\lbrack \text{Mz} \right\rbrack\end{matrix}\mspace{6mu}\mspace{6mu}\mspace{6mu} = \mspace{6mu}\mspace{6mu}\mspace{6mu}\begin{matrix}\left\lbrack \text{T1} \right\rbrack \\\left\lbrack \text{T2} \right\rbrack \\\left\lbrack {\text{T}3} \right\rbrack \\\left\lbrack {\text{T}4} \right\rbrack \\\left\lbrack {\text{T}5} \right\rbrack \\\left\lbrack {\text{T}6} \right\rbrack\end{matrix}$

FIG. 14 is a diagram of the propulsion mechanisms 1402 of the aerialvehicles discussed herein with thrust vectors 1403 to cause the aerialvehicle to surge in the X direction, when the aerial vehicle is in theVTOL orientation, in accordance with disclosed implementations. Asdiscussed above, each of the propulsion mechanisms 1402 areapproximately in the same plane, in this example, the X-Y plane andoriented in pairs 1406 as discussed above. Likewise, while the aerialvehicle may navigate in any direction, when the aerial vehicle is in theVTOL orientation, FIG. 14 indicates a heading of the aerial vehicle1400.

In the configuration of the aerial vehicle 1400, to cause the aerialvehicle 1400 to surge in the X direction, propulsion mechanisms 1402-1,1402-3, 1402-4, and 1402-6 generate forces 1403-1, 1403-3, 1403-4, and1403-6 of approximately equal magnitude, referred to in this example asa first magnitude. Likewise, propulsion mechanisms 1402-2 and 1402-5each produce a force 1403-2 and 1403-5 of equal magnitude, referred toherein as a second magnitude. The second magnitude of forces 1403-2 and1403-5 is less than the first magnitude of the forces 1403-1, 1403-3,1403-4, and 1403-6. Each of the forces 1403-1, 1403-2, 1403-3, 1403-4,1403-5, and 1403-6 have an X component, a Y component, and a Zcomponent. As discussed above, the sum of the Z components of the forces1403-1, 1403-2, 1403-3, 1403-4, 1403-5, and 1403-6 in the illustratedexample is equal and opposite to the gravitational force acting upon theaerial vehicle. Accordingly, for ease of explanation and illustration,the Z components of the forces have been omitted from discussion andFIG. 14 .

Because of the orientation of the first propulsion mechanism 1402-1 inthe first direction and because the first propulsion mechanism 1402-1 isproducing a first force 1403-1 having the first magnitude, the firstforce 1403-1 has a direction that includes a positive X component 1403-1x and a negative Y component 1403-1 y. Likewise, because of theorientation of the sixth propulsion mechanism 1402-6 in the seconddirection and because the sixth propulsion mechanism 1402-6 is producinga sixth force 1403-6 having the first magnitude, the sixth force 1403-6has a direction that includes a positive X component 1403-6 xand apositive Y component 1403-6 y. In addition, because both forces 1403-1and 1403-6 are of approximately equal magnitude and the orientation ofthe propulsion mechanisms are both approximately thirty degrees but inopposing directions, the magnitude of the respective X components areapproximately equal, the direction of the X components are the same, themagnitude of the respective Y components are approximately equal, andthe direction of the Y components are opposite. Summing the forces1403-1 and 1403-6, the resultant force 1407-1 for the first pair 1406-1of propulsion mechanisms has a third magnitude, a positive X componentthat is the sum of the X component 1403-1 x and the X component 1403-6x, and no Y component, because the sum of the positive Y component1403-6 y and the negative Y component 1403-1 y cancel each other out.

Turning to the second pair 1406-2 of propulsion mechanisms 1402-2 and1402-3, because of the orientation of the third propulsion mechanism1402-3 in the first direction and because the third propulsion mechanism1402-3 is producing a third force 1403-3 having the first magnitude, thethird force 1403-3 has a direction that includes a positive X component1403-3 x and a positive Y component 1403-3 y. Likewise, because of theorientation of the second propulsion mechanism 1402-2 in the seconddirection and because the second propulsion mechanism 1402-2 isproducing a second force 1403-2 having the second magnitude, the secondforce 1403-2 has a direction that includes a negative X component 1403-2x and a positive Y component 1403-2 y. Summing the forces 1403-3 and1403-2, the resultant force 1407-2 for the second pair 1406-2 ofpropulsion mechanisms has a fourth magnitude, a positive X component1407-2 x that is the difference of the larger positive X component1403-3 x and the smaller negative X component 1403-2 x, and a positive Ycomponent 1407-2 y that is the sum of the positive Y component 1403-3 yand the positive Y component 1403-2 y.

For the third pair 1406-3 of propulsion mechanisms 1402-5 and 1402-4,because of the orientation of the fifth propulsion mechanism 1402-5 inthe first direction and because the fifth propulsion mechanism 1402-5 isproducing a fifth force 1403-5 having the second magnitude, the fifthforce 1403-5 has a direction that includes a negative X component 1403-5x and a negative Y component 1403-5 y. Likewise, because of theorientation of the fourth propulsion mechanism 1402-4 in the seconddirection and because the fourth propulsion mechanism 1402-4 isproducing a fourth force 1403-4 having the first magnitude, the fourthforce 1403-4 has a direction that includes a positive X component 1403-4x and a negative Y component 1403-4 y. Summing the forces 1403-5 and1403-4, the resultant force 1407-3 for the third pair 1406-3 ofpropulsion mechanisms has the fourth magnitude, a positive X component1407-3 x that is the difference of the larger positive X component1403-4 x and the smaller negative X component 1403-5 x, and a negative Ycomponent 1407-3 y that is the sum of the negative Y component 1403-5 yand the negative Y component 1403-4 y.

Because of the positioning of the second pair 1406-2 with respect to thethird pair 1406-3 of propulsion mechanisms and because the pairs areproducing similar forces, the resultant forces 1407-2 and 1407-3 haveapproximately the same magnitude, the fourth magnitude, approximatelythe same X component magnitudes having the same directions, andapproximately equal Y component magnitudes, but having oppositedirections.

Finally, summing each of the three resultant forces 1407-1, 1407-2, and1407-3, the net force 1409 has a fifth magnitude, a positive X directionhaving a magnitude that is the sum of the x components 1407-1 x, 1407-2x, and 1407-3 x of the first resultant force 1407-1, the secondresultant force 1407-2, and the third resultant force 1407-3 and no Ycomponent, because first resultant force 1407-1 has no Y component andthe magnitudes of opposing Y components 1407-2 y and 1407-3 y of thesecond resultant force 1407-2 and third resultant force 1407-3 canceleach other out. Because the net force 1409 has a fifth magnitude, apositive X component and no Y component, the net force 1409 will causethe aerial vehicle 1400 to surge in the positive X direction.

FIG. 15 is a diagram of the propulsion mechanisms 1502 of the aerialvehicles discussed herein with thrust vectors 1503 to cause the aerialvehicle to sway in the Y direction, when the aerial vehicle is in theVTOL orientation, in accordance with disclosed implementations. Asdiscussed above, each of the propulsion mechanisms 1502 areapproximately in the same plane, in this example, the X-Y plane andoriented in pairs 1506 as discussed above. Likewise, while the aerialvehicle may navigate in any direction, when the aerial vehicle is in theVTOL orientation, FIG. 15 indicates a heading of the aerial vehicle1500.

In the configuration of the aerial vehicle 1500, to cause the aerialvehicle 1500 to sway in the Y direction, the first propulsion mechanism1502-1 generates a first force 1503-1 of a first magnitude, the secondpropulsion mechanism 1502-2 generates a second force 1503-2 of a secondmagnitude, the third propulsion mechanism 1502-3 generates a third forceof a third magnitude, the fourth propulsion mechanism 1502-4 generates afourth force 1503-4 of a fourth magnitude, the fifth propulsionmechanism 1502-5 generates a fifth force 1503-5 of a fifth magnitude,and the sixth propulsion mechanism 1502-6 generates a sixth force 1503-6of a sixth magnitude.

Each of the forces 1503-1, 1503-2, 1503-3, 1503-4, 1503-5, and 1503-6have an X component, a Y component, and a Z component. As discussedabove, the sum of the Z components of the forces 1503-1, 1503-2, 1503-3,1503-4, 1503-5, and 1503-6 in the illustrated example is equal andopposite to the gravitational force acting upon the aerial vehicle.Accordingly, for ease of explanation and illustration, the Z componentsof the forces have been omitted from discussion and FIG. 15 .

Because of the orientation of the first propulsion mechanism 1502-1 inthe first direction and because the first propulsion mechanism 1502-1 isproducing a first force 1503-1 having the first magnitude, the firstforce 1503-1 has a direction that includes a positive X component 1503-1x and a negative Y component 1503-1 y. Likewise, because of theorientation of the sixth propulsion mechanism 1502-6 in the seconddirection and because the sixth propulsion mechanism 1502-6 is producinga sixth force 1503-6 having a sixth magnitude, the sixth force 1503-6has a direction that includes a positive X component 1503-6 x and apositive Y component 1503-6 y. Summing the forces 1503-1 and 1503-6, theresultant force 1507-1 for the first pair 1506-1 of propulsionmechanisms has a seventh magnitude, a positive X component 1507-1 x thatis the sum of the X component 1503-1 x and the X component 1503-6 x, andpositive Y component 1507-1 y that is the difference between the largerpositive Y component 1503-6 y and the smaller negative Y component1503-ly.

Turning to the second pair 1506-2 of propulsion mechanisms 1502-2 and1502-3, because of the orientation of the third propulsion mechanism1502-3 in the first direction and because the third propulsion mechanism1502-3 is producing the third force 1503-3 having the third magnitude,the third force 1503-3 has a direction that includes a positive Xcomponent 1503-3 x and a positive Y component 1503-3 y. Likewise,because of the orientation of the second propulsion mechanism 1502-2 inthe second direction and because the second propulsion mechanism 1502-2is producing a second force 1503-2 having the second magnitude, thesecond force 1503-2 has a direction that includes a negative X component1503-2 x and a positive Y component 1503-2 y. Summing the forces 1503-3and 1503-2, the resultant force 1507-2 for the second pair 1506-2 ofpropulsion mechanisms has an eighth magnitude, a negative X component1507-2 x that is the difference of the larger negative X component1503-2 x and the smaller positive X component 1503-3 x, and a positive Ycomponent 1507-2 y that is the sum of the positive Y component 1503-3 yand the positive Y component 1503-2 y.

For the third pair 1506-3 of propulsion mechanisms 1502-5 and 1502-4,because of the orientation of the fifth propulsion mechanism 1502-5 inthe first direction and because the fifth propulsion mechanism 1502-5 isproducing the fifth force 1503-5 having the fifth magnitude, the fifthforce 1503-5 has a direction that includes a negative X component 1503-5x and a negative Y component 1503-5 y. Likewise, because of theorientation of the fourth propulsion mechanism 1502-4 in the seconddirection and because the fourth propulsion mechanism 1502-4 isproducing the fourth force 1503-4 having the fourth magnitude, thefourth force 1503-4 has a direction that includes a positive X component1503-4 x and a negative Y component 1503-4 y. Summing the forces 1503-5and 1503-4, the resultant force 1507-3 for the third pair 1506-3 ofpropulsion mechanisms has a ninth magnitude, a negative X component1507-3 x that is the difference of the larger negative X component1503-5 x and the smaller positive X component 1503-4 x, and a negative Ycomponent 1507-3 y that is the sum of the negative Y component 1503-5 yand the negative Y component 1503-4 y.

Because of the positioning of the three pairs of maneuverabilitycomponents 1506-1, 1506-2, and 1506-3, the sum of the resultant forces1507-1, 1507-2, and 1507-3 results in a net force 1509 having a tenthmagnitude, a positive Y component and no X component. For example,summing the resultant X components 1507-1 x, 1507-2 x, and 1507-3 x, thetwo negative X components 1507-2 x and 1507-3 x combine to cancel outthe positive X component 1507-1 x, resulting in no X component for thenet force 1509. Similarly, the sum of the two positive Y components1507-1 y and 1507-2 y are larger than the negative Y component 1507-3 ysuch that the sum of all the resultant Y components provides a positiveY component for the net force 1509 such that the aerial vehicle 1500will sway in the positive Y direction.

FIG. 16 is a diagram of the propulsion mechanisms 1602 of the aerialvehicles discussed herein with thrust vectors 1603 to cause the aerialvehicle to hover, ascend or descend in the Z direction, when the aerialvehicle is in the VTOL orientation, in accordance with disclosedimplementations. As discussed above, each of the propulsion mechanisms1602 are approximately in the same plane, in this example, the X-Y planeand oriented in pairs 1606 as discussed above. Likewise, while theaerial vehicle may navigate in any direction, when the aerial vehicle isin the VTOL orientation, FIG. 16 indicates a heading of the aerialvehicle 1600.

In the configuration of the aerial vehicle 1600, to cause the aerialvehicle 1600 to hover, ascend or descend in the Z direction, the firstpropulsion mechanism 1602-1, the second propulsion mechanism 1602-2, thethird propulsion mechanism 1602-3, the fourth propulsion mechanism1602-4, the fifth propulsion mechanism 1602-5, and the sixth propulsionmechanism 1602-6 all generate a force 1603 of approximately equalmagnitude, referred to in this example as a first magnitude.

Each of the forces 1603-1, 1603-2, 1603-3, 1603-4, 1603-5, and 1603-6have an X component, a Y component, and a Z component. As discussedabove, in implementations in which the aerial vehicle is to maintain ahover, the sum of the Z components of the forces 1603-1, 1603-2, 1603-3,1603-4, 1603-5, and 1603-6 in the illustrated example is equal andopposite to the gravitational force acting upon the aerial vehicle. Ifthe aerial vehicle is to ascend, the force generated by each of thepropulsion mechanisms is increased in equal amounts such that the sum ofthe forces in the Z direction is larger than the gravitational force. Incomparison, if the aerial vehicle is to descend, the forces generated byeach of the propulsion mechanisms is decreased by equal amounts suchthat the sum of the forces in the Z direction is less than thegravitational force. For ease of explanation and illustration, the Zcomponents of the forces have been omitted from discussion and FIG. 16 .Discussion with respect to FIG. 16 will illustrate how the sum Xcomponents and Y components cancel out such that the net force 1609 onlyhas a Z component.

Because of the orientation of the first propulsion mechanism 1602-1 inthe first direction and because the first propulsion mechanism 1602-1 isproducing a first force 1603-1 having the first magnitude, the firstforce 1603-1 has a direction that includes a positive X component 1603-1x and a negative Y component 1603-1 y. Likewise, because of theorientation of the sixth propulsion mechanism 1602-6 in the seconddirection and because the sixth propulsion mechanism 1602-6 is producinga sixth force 1603-6 having the first magnitude, the sixth force 1603-6has a direction that includes a positive X component 1603-6 x and apositive Y component 1603-6 y. In addition, because the sixth force1603-6 and the first force 1603-1 have the same first magnitude and areoriented in opposing directions, the magnitude of the respective Xcomponents and Y components are the same. Likewise, the direction of therespective X components are the same and the direction of the respectiveY components are opposite. Summing the forces 1603-1 and 1603-6, theresultant force 1607-1 for the first pair 1606-1 of propulsionmechanisms has a second magnitude, a positive X component that is thesum of the X component 1603-1 x and the X component 1603-6 x, and no Ycomponent, because the opposing Y components 1603-1 y and 1603-6 ycancel each other out.

Turning to the second pair 1606-2 of propulsion mechanisms 1602-2 and1602-3, because of the orientation of the third propulsion mechanism1602-3 in the first direction and because the third propulsion mechanism1602-3 is producing the third force 1603-3 having the first magnitude,the third force 1603-3 has a direction that includes a positive Xcomponent 1603-3 x and a positive Y component 1603-3 y. Likewise,because of the orientation of the second propulsion mechanism 1602-2 inthe second direction and because the second propulsion mechanism 1602-2is producing a second force 1603-2 having the first magnitude, thesecond force 1603-2 has a direction that includes a negative X component1603-2 x and a positive Y component 1603-2 y. Summing the forces 1603-3and 1603-2, the resultant force 1607-2 for the second pair 1606-2 ofpropulsion mechanisms has a third magnitude, a negative X component1607-2 x that is the difference of the larger negative X component1603-2 x and the smaller positive X component 1603-3 x, and a positive Ycomponent 1607-2 y that is the sum of the positive Y component 1603-3 yand the positive Y component 1603-2 y.

For the third pair 1606-3 of propulsion mechanisms 1602-5 and 1602-4,because of the orientation of the fifth propulsion mechanism 1602-5 inthe first direction and because the fifth propulsion mechanism 1602-5 isproducing the fifth force 1603-5 having the first magnitude, the fifthforce 1603-5 has a direction that includes a negative X component 1603-5x and a negative Y component 1603-5 y. Likewise, because of theorientation of the fourth propulsion mechanism 1602-4 in the seconddirection and because the fourth propulsion mechanism 1602-4 isproducing the fourth force 1603-4 having the first magnitude, the fourthforce 1603-4 has a direction that includes a positive X component 1603-4x and a negative Y component 1603-4 y. Summing the forces 1603-5 and1603-4, the resultant force 1607-3 for the third pair 1606-3 ofpropulsion mechanisms has the third magnitude, a negative X component1607-3 x that is the difference of the larger negative X component1603-5 x and the smaller positive X component 1603-4 x, and a negative Ycomponent 1607-3 y that is the sum of the negative Y component 1603-5 yand the negative Y component 1603-4 y.

Because of the positioning of the three pairs of maneuverabilitycomponents 1606-1, 1606-2, and 1606-3, the sum of the resultant forces1607-1, 1607-2, and 1607-3 result in a net force 1609 having no Xcomponent and no Y component. Specifically, the positive Y component1607-2 y cancels out with the negative Y component 1607-3 y because theyhave the same magnitude and opposite directions. Likewise, each of thenegative X components 1607-2 x and 1607-3 x are approximately one-halfof the positive X component 1607-1 x and combined the three X componentscancel out. If the sum of the positive components of the forces 1603generated from the propulsion mechanisms 1602 is equal and opposite theforce of gravity, the aerial vehicle 1600 will hover. In comparison, ifthe sum of the positive Z components of the forces 1603 is greater thanthe force of gravity, the aerial vehicle 1600 will heave in the positiveZ direction (i.e., in a substantially positive vertical direction). Incomparison, if the sum of the Z components of the forces 1603 is lessthan the force of gravity, the aerial vehicle 1600 will heave in thenegative Z direction (i.e., in a substantially negative verticaldirection).

FIG. 17 is a diagram of the propulsion mechanisms 1702 of the aerialvehicles discussed herein with thrust vectors 1703 to cause the aerialvehicle to pitch about the Y axis, when the aerial vehicle is in theVTOL orientation, in accordance with disclosed implementations. Asdiscussed above, each of the propulsion mechanisms 1702 areapproximately in the same plane, in this example, the X-Y plane andoriented in pairs 1706 as discussed above. Likewise, while the aerialvehicle may navigate in any direction, when the aerial vehicle is in theVTOL orientation, FIG. 17 indicates a heading of the aerial vehicle1700.

In the configuration of the aerial vehicle 1700, to cause the aerialvehicle 1700 to pitch about the Y axis, the first propulsion mechanism1702-1 and the sixth propulsion mechanism 1702-6 generate a first force1703-1 and sixth force 1703-6 that have approximately a same firstmagnitude. The third propulsion mechanism 1702-3 and the fourthpropulsion mechanism 1704-2 generate a third force 1703-3 and a fourthforce 1703-z that have approximately a same second magnitude that isgreater than the first magnitude. The second propulsion mechanism 1702-2and the fifth propulsion mechanism 1702-5 produce a second force 1703-2and a fifth force 1703-5 that have approximately a same third magnitudethat is greater than the first magnitude and less than the secondmagnitude.

Each of the forces 1703-1, 1703-2, 1703-3, 1703-z, 1703-5, and 1703-6have an X component, a Y component, and a Z component. In this example,to cause the aerial vehicle 1700 to pitch forward about the Y axiswithout also surging in the X direction, swaying in the Y direction, orheaving in the Z direction, the sum of the X components of all theforces generated by the propulsion mechanisms cancel out, the sum of theY components of all the forces generated by the propulsion mechanismscancel out, and the sum of the Z components of all the forces generatedby the propulsion mechanisms and the force of gravity cancel out.However, as discussed further below, because the forces are produced atdistances from the origin 1711, or center of gravity of the aerialvehicle 1700, and the magnitude of the Z component of the resultantforce 1707-2 from the second pair of propulsion mechanisms 1706-2 andmagnitude of the Z component of the resultant force 1707-3 from thethird propulsion mechanism 1706-3 are larger than the magnitude of the Zcomponent of the resultant force 1707-1 from the first pair ofpropulsion mechanisms 1706-1, the difference in the magnitude of the Zcomponents of the forces and the offset from the origin 1711 produce amoment about the Y axis that causes the aerial vehicle to pitch forwardabout the Y axis. The greater the difference between the magnitude ofthe combination of Z components of the second pair of propulsionmechanisms 1706-2 and the third pair of propulsion mechanisms 1706-3compared to the Z component of the first pair of propulsion mechanisms1706-1, the greater the moment about the Y axis and the more the aerialvehicle will pitch about the Y axis. For ease of explanation andillustration, the Z components of the individual forces have beenomitted from discussion and FIG. 17 .

Because of the orientation of the first propulsion mechanism 1702-1 inthe first direction and because the first propulsion mechanism 1702-1 isproducing a first force 1703-1 having the first magnitude, the firstforce 1703-1 has a direction that includes a positive X component 1703-1x and a negative Y component 1703-1 y. Likewise, because of theorientation of the sixth propulsion mechanism 1702-6 in the seconddirection and because the sixth propulsion mechanism 1702-6 is producinga sixth force 1703-6 having the first magnitude, the sixth force 1703-6has a direction that includes a positive X component 1703-6 x and apositive Y component 1703-6 y. In addition, because the sixth force1703-6 and the first force 1703-1 have the same first magnitude and areoriented in opposing directions, the magnitude of the respective Xcomponents and Y components are the same. Likewise, the direction of therespective X components are the same and the direction of the respectiveY components are opposite. Summing the forces 1703-1 and 1703-6, theresultant force 1707-1 for the first pair 1706-1 of propulsionmechanisms has a fourth magnitude, a positive X component 1707-1 x thatis the sum of the X component 1703-1 x and the X component 1703-6 x, andno Y component, because the opposing Y components 1703-1 y and 1703-6 ycancel each other out. In addition, the resultant force 1707-1 of thefirst pair 1706-1 has a Z component 1707-1 z having a fifth magnitude ina positive Z component that is the sum of the positive Z components ofthe forces 1703-1 and 1703-6.

Turning to the second pair 1706-2 of propulsion mechanisms 1702-2 and1702-3, because of the orientation of the third propulsion mechanism1702-3 in the first direction and because the third propulsion mechanism1702-3 is producing the third force 1703-3 having the second magnitude,the third force 1703-3 has a direction that includes a positive Xcomponent 1703-3 x and a positive Y component 1703-3 y. Likewise,because of the orientation of the second propulsion mechanism 1702-2 inthe second direction and because the second propulsion mechanism 1702-2is producing a second force 1703-2 having the third magnitude, thesecond force 1703-2 has a direction that includes a negative X component1703-2 x and a positive Y component 1703-2 y. Summing the forces 1703-3and 1703-2, the resultant force 1707-2 for the second pair 1706-2 ofpropulsion mechanisms has a sixth magnitude, a negative X component1707-2 x that is the difference of the larger negative X component1703-2 x and the smaller positive X component 1703-3 x, and a positive Ycomponent 1707-2 y that is the sum of the positive Y component 1703-3 yand the positive Y component 1703-2 y. In addition, the resultant force1707-2 of the second pair 1706-2 has a Z component having a seventhmagnitude in a positive Z component that is larger than the fifthmagnitude of the Z component 1707-1 z of the first resultant force1707-1.

For the third pair 1706-3 of propulsion mechanisms 1702-5 and 1702-4,because of the orientation of the fifth propulsion mechanism 1702-5 inthe first direction and because the fifth propulsion mechanism 1702-5 isproducing the fifth force 1703-5 having the third magnitude, the fifthforce 1703-5 has a direction that includes a negative X component 1703-5x and a negative Y component 1703-5 y. Likewise, because of theorientation of the fourth propulsion mechanism 1702-4 in the seconddirection and because the fourth propulsion mechanism 1702-4 isproducing the fourth force 1703-z having the second magnitude, thefourth force 1703-z has a direction that includes a positive X component1703-zx and a negative Y component 1703-zy. Summing the forces 1703-5and 1703-z, the resultant force 1707-3 for the third pair 1706-3 ofpropulsion mechanisms has the sixth magnitude, a negative X component1707-3 x that is the difference of the larger negative X component1703-5 x and the smaller positive X component 1703-zx, and a negative Ycomponent 1707-3 y that is the sum of the negative Y component 1703-5 yand the negative Y component 1703-zy. In addition, the resultant force1707-3 of the third pair 1706-3 has a Z component 1707-3 having theseventh magnitude in a positive Z component that is larger than thefifth magnitude of the Z component 1707-1 z of the first resultant force1707-1.

Because of the positioning of the three pairs of maneuverabilitycomponents 1706-1, 1706-2, and 1706-3, the sum of the resultant forces1707-1, 1707-2, and 1707-3 results in a net force having no X componentand no Y component. Specifically, the positive Y component 1707-2 ycancels out with the negative Y component 1707-3 y because they have thesame magnitude and opposite directions. Likewise, each of the negative Xcomponents 1707-2 x and 1707-3 x are approximately one-half of thepositive X component 1707-1 x and combined the three X components cancelout. Likewise, the sum of the magnitude of the Z components of theresultant forces 1707-1, 1707-2, and 1707-3 is equal and opposite to theforce of gravity acting on the aerial vehicle 1500. However, because theseventh magnitude of Z components 1707-2 z and 1707-3 z of the resultantforces 1707-2 and 1707-3 from the second pair of propulsion mechanisms1706-2 and the third pair of propulsion mechanisms 1706-3 are eachgreater than fifth magnitude of the Z component 1707-1 z of theresultant force 1707-1 of the first pair of propulsion mechanisms 1706-1and those forces are separated a distance from the origin 1711, a moment1709-P about the Y axis results that causes the aerial vehicle 1500 topitch forward about the Y axis.

FIG. 18 is a diagram of the propulsion mechanisms 1802 of the aerialvehicles discussed herein with thrust vectors 1803 to cause the aerialvehicle to yaw about the Z axis, when the aerial vehicle is in the VTOLorientation, in accordance with disclosed implementations. As discussedabove, each of the propulsion mechanisms 1802 are approximately in thesame plane, in this example, the X-Y plane and oriented in pairs 1806 asdiscussed above. Likewise, while the aerial vehicle may navigate in anydirection, when the aerial vehicle is in the VTOL orientation, FIG. 18indicates a heading of the aerial vehicle 1800.

In the configuration of the aerial vehicle 1800, to cause the aerialvehicle 1800 to yaw about the Z axis, the first propulsion mechanism1802-1, the third propulsion mechanism 1802-3, and the fifth propulsionmechanism 1802-5 generate a first force 1803-1, a third force 1803-3,and fifth force 1803-5 that each have approximately a same firstmagnitude. Likewise, the second propulsion mechanism 1802-2, the fourthpropulsion mechanism 1804-4, and the sixth propulsion mechanism 1802-6generate a second force 1803-2, a fourth force 1803-4, and a sixth force1803-6 that each have approximately a same second magnitude that islarger than the first magnitude.

Each of the forces 1803-1, 1803-2, 1803-3, 1803-4, 1803-5, and 1803-6have an X component, a Y component, and a Z component. In this example,to cause the aerial vehicle 1800 to yaw about the Z axis without alsosurging in the X direction, swaying in the Y direction, or heaving inthe Z direction, the sum of the X components of all the forces generatedby the propulsion mechanisms cancel out, the sum of the Y components ofall the forces generated by the propulsion mechanisms cancel out, andthe sum of the Z components of all the forces generated by thepropulsion mechanisms and the force of gravity cancel out. However, asdiscussed further below, because the forces are produced at distancesfrom the origin 1811, or a center of gravity of the aerial vehicle 1800,the resultant forces 1807-1, 1807-2, and 1807-3 of the pairs ofpropulsion mechanisms 1806-1, 1806-2, and 1806-3 cause a moment aboutthe Z axis in a counter-clockwise direction that cause the aerialvehicle to yaw about the Z axis in the counter-clockwise direction.

Because of the orientation of the first propulsion mechanism 1802-1 inthe first direction and because the first propulsion mechanism 1802-1 isproducing a first force 1803-1 having the first magnitude, the firstforce 1803-1 has a direction that includes a positive X component 1803-1x and a negative Y component 1803-1 y. Likewise, because of theorientation of the sixth propulsion mechanism 1802-6 in the seconddirection and because the sixth propulsion mechanism 1802-6 is producinga sixth force 1803-6 having the second magnitude, the sixth force 1803-6has a direction that includes a positive X component 1803-6 x and apositive Y component 1803-6 y. Summing the forces 1803-1 and 1803-6, theresultant force 1807-1 for the first pair 1806-1 of propulsionmechanisms has a third magnitude, a positive X component 807-1 x that isthe sum of the positive X component 1803-1 x and the positive Xcomponent 1803-6 x, and a positive Y component 1807-1 y that is thedifference between the larger positive Y component 1803-6 y and thesmaller negative Y component 1803-1 y.

Turning to the second pair 1806-2 of propulsion mechanisms 1802-2 and1802-3, because of the orientation of the third propulsion mechanism1802-3 in the first direction and because the third propulsion mechanism1802-3 is producing the third force 1803-3 having the first magnitude,the third force 1803-3 has a direction that includes a positive Xcomponent 1803-3 x and a positive Y component 1803-3 y. Likewise,because of the orientation of the second propulsion mechanism 1802-2 inthe second direction and because the second propulsion mechanism 1802-2is producing a second force 1803-2 having the second magnitude, thesecond force 1803-2 has a direction that includes a negative X component1803-2 x and a positive Y component 1803-2 y. Summing the forces 1803-3and 1803-2, the resultant force 1807-2 for the second pair 1806-2 ofpropulsion mechanisms has a fourth magnitude, a negative X component1807-2 x that is the difference of the larger negative X component1803-2 x and the smaller positive X component 1803-3 x, and a positive Ycomponent 1807-2 y that is the sum of the positive Y component 1803-3 yand the positive Y component 1803-2 y.

For the third pair 1806-3 of propulsion mechanisms 1802-5 and 1802-4,because of the orientation of the fifth propulsion mechanism 1802-5 inthe first direction and because the fifth propulsion mechanism 1802-5 isproducing the fifth force 1803-5 having the first magnitude, the fifthforce 1803-5 has a direction that includes a negative X component 1803-5x and a negative Y component 1803-5 y. Likewise, because of theorientation of the fourth propulsion mechanism 1802-4 in the seconddirection and because the fourth propulsion mechanism 1802-4 isproducing the fourth force 1803-4 having the second magnitude, thefourth force 1803-4 has a direction that includes a positive X component1803-4 x and a negative Y component 1803-4 y. Summing the forces 1803-5and 1803-4, the resultant force 1807-3 for the third pair 1806-3 ofpropulsion mechanisms has the fourth magnitude, a positive X component1807-3 x that is the difference of the larger positive X component1803-4 x and the smaller negative X component 1803-5 x, and a negative Ycomponent 1807-3 y that is the sum of the negative Y component 1803-5 yand the negative Y component 1803-4 y.

Because of the positioning of the three pairs of maneuverabilitycomponents 1806-1, 1806-2, and 1806-3, the sum of the resultant forces1807-1, 1807-2, and 1807-3 results in a net force having no X componentand no Y component. Likewise, the Z component of the net force iscanceled out by the force of gravity. The positive Y component 1807-1 yand the positive Y component 1807-2 y cancel out the negative Ycomponent 1807-3 y. Likewise, the positive X component 1807-1 x and thepositive X component 1807-3 x cancel out the negative X component 1807-2x. Likewise, the sum of the magnitude of the Z components of theresultant forces 1807-1, 1807-2, and 1807-3 is equal and opposite to theforce of gravity acting on the aerial vehicle 1800. However, because theresultant forces 1807-1, 1807-2, and 1807-3 are separated by a distancefrom the origin 1811, or the center of gravity of the aerial vehicle1811, those forces produce a moment 1809-Y about the Z axis, therebycausing the aerial vehicle 1800 to yaw about the Z axis.

FIG. 19 is a diagram of the propulsion mechanisms 1902 of the aerialvehicles discussed herein with thrust vectors 1903 to cause the aerialvehicle to roll about the X axis, when the aerial vehicle is in the VTOLorientation, in accordance with disclosed implementations. As discussedabove, each of the propulsion mechanisms 1902 are approximately in thesame plane, in this example, the X-Y plane and oriented in pairs 1906 asdiscussed above. Likewise, while the aerial vehicle may navigate in anydirection, when the aerial vehicle is in the VTOL orientation, FIG. 19indicates a heading of the aerial vehicle 1900.

In the configuration of the aerial vehicle 1900, to cause the aerialvehicle 1900 to roll about the X axis, the first propulsion mechanism1902-1, the second propulsion mechanism 1902-2, and the third propulsionmechanism 1902-3 generate a first force 1903-1, a second force 1903-2,and a third force 1903-3 that have approximately a same first magnitude.The fourth propulsion mechanism 1902-4, fifth propulsion mechanism1902-5, and the sixth propulsion mechanism 1902-6 generate a fourthforce 1903-4, a fifth force 1903-5, and a sixth force 1903-6 that haveapproximately a same second magnitude that is less than the firstmagnitude.

Each of the forces 1903-1, 1903-2, 1903-3, 1903-4, 1903-5, and 1903-6have an X component, a Y component, and a Z component. In this example,to cause the aerial vehicle 1900 to roll about the X axis without alsosurging in the X direction, swaying in the Y direction, or heaving inthe Z direction, the sum of the X components of all the forces generatedby the propulsion mechanisms cancel out, the sum of the Y components ofall the forces generated by the propulsion mechanisms cancel out, andthe sum of the Z components of all the forces generated by thepropulsion mechanisms and the force of gravity cancel out. However, asdiscussed further below, because the forces are produced at distancesfrom the origin and the magnitude of the Z component of the forces1903-1, 1903-2, and 1903-3 are larger than the magnitude of the Zcomponent of the forces 1903-4, 1903-5, and 1903-6, the difference inthe magnitude of the Z components of the forces and the offset from theorigin 1911 result in a moment about the X axis that causes the aerialvehicle 1900 to roll about the X axis. The greater the differencebetween the magnitude of the combination of Z components of the firstforce 1903-1, second force 1903-2, and third force 1903-3 compared tothe magnitude of the Z components of the fourth force 1903-4, fifthforce 1903-5, and sixth force 1903-6, the larger the moment and the morethe aerial vehicle will roll about the X axis. For ease of explanationand illustration, the Z components of the individual forces have beenomitted from discussion and FIG. 19 .

Because of the orientation of the first propulsion mechanism 1902-1 inthe first direction and because the first propulsion mechanism 1902-1 isproducing a first force 1903-1 having the first magnitude, the firstforce 1903-1 has a direction that includes a positive X component1903-1x and a negative Y component 1903-1y. Likewise, because of theorientation of the sixth propulsion mechanism 1902-6 in the seconddirection and because the sixth propulsion mechanism 1902-6 is producinga sixth force 1903-6 having the second magnitude, the sixth force 1903-6has a direction that includes a positive X component 1903-6 x and apositive Y component 1903-6 y. Summing the forces 1903-1 and 1903-6, theresultant force 1907-1 for the first pair 1906-1 of propulsionmechanisms has a third magnitude, a positive X component 1907-1 x thatis the sum of the X component 1903-1x and the X component 1903-6 x, andnegative Y component 1907-1 y that is the difference between the largernegative Y component 1903-1y and the smaller positive Y component 1903-6y. In addition, the resultant force 1907-1 of the first pair 1906-1 hasa positive Z component 1907-1 z having a fourth magnitude in a positiveZ direction.

Turning to the second pair 1906-2 of propulsion mechanisms 1902-2 and1902-3, because of the orientation of the third propulsion mechanism1902-3 in the first direction and because the third propulsion mechanism1902-3 is producing the third force 1903-3 having the first magnitude,the third force 1903-3 has a direction that includes a positive Xcomponent 1903-3 x and a positive Y component 1903-3 y. Likewise,because of the orientation of the second propulsion mechanism 1902-2 inthe second direction and because the second propulsion mechanism 1902-2is producing a second force 1903-2 having the first magnitude, thesecond force 1903-2 has a direction that includes a negative X component1903-2 x and a positive Y component 1903-2 y. Summing the forces 1903-3and 1903-2, the resultant force 1907-2 for the second pair 1906-2 ofpropulsion mechanisms has a fifth magnitude, a negative X component1907-2 x that is the difference of the larger negative X component1903-2 x and the smaller positive X component 1903-3 x, and a positive Ycomponent 1907-2 y that is the sum of the positive Y component 1903-3 yand the positive Y component 1903-2 y. In addition, the resultant force1907-2 of the second pair 1906-2 has a positive Z component 1907-2 zhaving a sixth magnitude in a positive Z direction that is larger thanthe fourth magnitude 1907-1 z of the first resultant force 1907-1.

For the third pair 1906-3 of propulsion mechanisms 1902-5 and 1902-4,because of the orientation of the fifth propulsion mechanism 1902-5 inthe first direction and because the fifth propulsion mechanism 1902-5 isproducing the fifth force 1903-5 having the second magnitude, the fifthforce 1903-5 has a direction that includes a negative X component 1903-5x and a negative Y component 1903-5 y. Likewise, because of theorientation of the fourth propulsion mechanism 1902-4 in the seconddirection and because the fourth propulsion mechanism 1902-4 isproducing the fourth force 1903-4 having the second magnitude, thefourth force 1903-4 has a direction that includes a positive X component1903-4 x and a negative Y component 1903-4 y. Summing the forces 1903-5and 1903-4, the resultant force 1907-3 for the third pair 1906-3 ofpropulsion mechanisms has a seventh magnitude, a negative X component1907-3 x that is the difference of the larger negative X component1903-5 x and the smaller positive X component 1903-4 x, and a negative Ycomponent 1907-3 y that is the sum of the negative Y component 1903-5 yand the negative Y component 1903-4 y. In addition, the resultant force1907-3 of the third pair 1906-3 has a Z component having an eighthmagnitude in a positive Z direction that is less than the sixthmagnitude.

Because of the positioning of the three pairs of maneuverabilitycomponents 1906-1, 1906-2, and 1906-3, the sum of the resultant forces1907-1, 1907-2, and 1907-3 results in a net force having no X componentand no Y component. Specifically, the positive Y component 1907-2 ycancels out with the negative Y components 1907-1 y and 1907-3 y.Likewise, each of the negative X components 1907-2 x and 1907-3 x cancelout the positive X component 1907-1 x. Likewise, the sum of themagnitude of the Z components of the resultant forces 1907-1, 1907-2,and 1907-3 is equal and opposite to the force of gravity acting on theaerial vehicle 1500. However, because the sum of the Z components of thefirst force 1903-1, second force 1903-2, and third force 1903-3 isgreater than the sum of the Z components of the fourth force 1903-4,fifth force 1903-5, and sixth force 1903-6, and those forces areseparated a distance from the origin, a moment 1909-R about the X axisresults that causes the aerial vehicle 1900 to roll about the X axis.

FIG. 20 is a block diagram illustrating an example aerial vehiclecontrol system 2000, in accordance with disclosed implementations. Invarious examples, the block diagram may be illustrative of one or moreaspects of the aerial vehicle control system 2000 that may be used toimplement the various systems and methods discussed herein and/or tocontrol operation of an aerial vehicle discussed herein. In theillustrated implementation, the aerial vehicle control system 2000includes one or more processors 2002, coupled to a memory, e.g., anon-transitory computer readable storage medium 2020, via aninput/output (I/O) interface 2010. The aerial vehicle control system2000 also includes propulsion mechanism controllers 2004, such aselectronic speed controls (ESCs), power modules 2006 and/or a navigationsystem 2007. The aerial vehicle control system 2000 further includes apayload engagement controller 2012, a network interface 2016, and one ormore input/output devices 2017.

In various implementations, the aerial vehicle control system 2000 maybe a uniprocessor system including one processor 2002, or amultiprocessor system including several processors 2002 (e.g., two,four, eight, or another suitable number). The processor(s) 2002 may beany suitable processor capable of executing instructions. For example,in various implementations, the processor(s) 2002 may be general-purposeor embedded processors implementing any of a variety of instruction setarchitectures (ISAs), such as the x86, PowerPC, SPARC, or MIPS ISAs, orany other suitable ISA. In multiprocessor systems, each processor(s)2002 may commonly, but not necessarily, implement the same ISA.

The non-transitory computer readable storage medium 2020 may beconfigured to store executable instructions, data, flight paths, flightcontrol parameters, center of gravity information, and/or data itemsaccessible by the processor(s) 2002. In various implementations, thenon-transitory computer readable storage medium 2020 may be implementedusing any suitable memory technology, such as static random accessmemory (SRAM), synchronous dynamic RAM (SDRAM), nonvolatile/Flash-typememory, or any other type of memory. In the illustrated implementation,program instructions and data implementing desired functions, such asthose described herein, are shown stored within the non-transitorycomputer readable storage medium 2020 as program instructions 2022, datastorage 2024 and flight controls 2026, respectively. In otherimplementations, program instructions, data, and/or flight controls maybe received, sent, or stored upon different types of computer-accessiblemedia, such as non-transitory media, or on similar media separate fromthe non-transitory computer readable storage medium 2020 or the aerialvehicle control system 2000. Generally speaking, a non-transitory,computer readable storage medium may include storage media or memorymedia such as magnetic or optical media, e.g., disk or CD/DVD-ROM,coupled to the aerial vehicle control system 2000 via the I/O interface2010. Program instructions and data stored via a non-transitory computerreadable medium may be transmitted by transmission media or signals suchas electrical, electromagnetic, or digital signals, which may beconveyed via a communication medium such as a network and/or a wirelesslink, such as may be implemented via the network interface 2016.

In one implementation, the I/O interface 2010 may be configured tocoordinate I/O traffic between the processor(s) 2002, the non-transitorycomputer readable storage medium 2020, and any peripheral devices, thenetwork interface or other peripheral interfaces, such as input/outputdevices 2017. In some implementations, the I/O interface 2010 mayperform any necessary protocol, timing or other data transformations toconvert data signals from one component (e.g., non-transitory computerreadable storage medium 2020) into a format suitable for use by anothercomponent (e.g., processor(s) 2002). In some implementations, the I/Ointerface 2010 may include support for devices attached through varioustypes of peripheral buses, such as a variant of the Peripheral ComponentInterconnect (PCI) bus standard or the Universal Serial Bus (USB)standard, for example. In some implementations, the function of the I/Ointerface 2010 may be split into two or more separate components, suchas a north bridge and a south bridge, for example. Also, in someimplementations, some or all of the functionality of the I/O interface2010, such as an interface to the non-transitory computer readablestorage medium 2020, may be incorporated directly into the processor(s)2002.

The propulsion mechanism controllers 2004 communicate with thenavigation system 2007 and adjust the rotational speed of each liftingpropulsion mechanism and/or the propulsion mechanisms to stabilize theaerial vehicle and/or to perform one or more maneuvers and guide theaerial vehicle along a flight path.

The navigation system 2007 may include a global positioning system(GPS), indoor positioning system (IPS), or other similar system and/orsensors that can be used to navigate the aerial vehicle 100 to and/orfrom a location. The payload engagement controller 2012 communicateswith the actuator(s) or motor(s) (e.g., a servo motor) used to engageand/or disengage items.

The network interface 2016 may be configured to allow data to beexchanged between the aerial vehicle control system 2000, other devicesattached to a network, such as other computer systems (e.g., remotecomputing resources), and/or with aerial vehicle control systems ofother aerial vehicles. For example, the network interface 2016 mayenable wireless communication between the aerial vehicle and an aerialvehicle control system that is implemented on one or more remotecomputing resources. For wireless communication, an antenna of theaerial vehicle or other communication components may be utilized. Asanother example, the network interface 2016 may enable wirelesscommunication between numerous aerial vehicles. In variousimplementations, the network interface 2016 may support communicationvia wireless general data networks, such as a Wi-Fi network. Forexample, the network interface 2016 may support communication viatelecommunications networks, such as cellular communication networks,satellite networks, and the like.

Input/output devices 2017 may, in some implementations, include one ormore displays, imaging devices, thermal sensors, infrared sensors, timeof flight sensors, accelerometers, pressure sensors, weather sensors,etc. Multiple input/output devices 2017 may be present and controlled bythe aerial vehicle control system 2000. One or more of these sensors maybe utilized to assist in landing as well as to avoid obstacles duringflight.

As shown in FIG. 20 , the memory may include program instructions 2022,which may be configured to implement the example routines and/orsub-routines described herein. The data storage 2024 may include variousdata stores for maintaining data items that may be provided fordetermining flight paths, landing, identifying locations for disengagingitems, determining which maneuver propulsion mechanisms to utilize toexecute a maneuver, etc. In various implementations, the parametervalues and other data illustrated herein as being included in one ormore data stores may be combined with other information not described ormay be partitioned differently into more, fewer, or different datastructures. In some implementations, data stores may be physicallylocated in one memory or may be distributed among two or more memories.

Those skilled in the art will appreciate that the aerial vehicle controlsystem 2000 is merely illustrative and is not intended to limit thescope of the present disclosure. In particular, the computing system anddevices may include any combination of hardware or software that canperform the indicated functions. The aerial vehicle control system 2000may also be connected to other devices that are not illustrated, orinstead may operate as a stand-alone system. In addition, thefunctionality provided by the illustrated components may, in someimplementations, be combined in fewer components or distributed inadditional components. Similarly, in some implementations, thefunctionality of some of the illustrated components may not be providedand/or other additional functionality may be available.

Those skilled in the art will also appreciate that, while various itemsare illustrated as being stored in memory or storage while being used,these items or portions of them may be transferred between memory andother storage devices for purposes of memory management and dataintegrity. Alternatively, in other implementations, some or all of thesoftware components may execute in memory on another device andcommunicate with the illustrated aerial vehicle control system 2000.Some or all of the system components or data structures may also bestored (e.g., as instructions or structured data) on a non-transitory,computer-accessible medium or a portable article to be read by anappropriate drive, various examples of which are described herein. Insome implementations, instructions stored on a computer-accessiblemedium separate from the aerial vehicle control system 2000 may betransmitted to the aerial vehicle control system 2000 via transmissionmedia or signals such as electrical, electromagnetic, or digitalsignals, conveyed via a communication medium such as a wireless link.Various implementations may further include receiving, sending, orstoring instructions and/or data implemented in accordance with theforegoing description upon a computer-accessible medium. Accordingly,the techniques described herein may be practiced with other aerialvehicle control system configurations.

The above aspects of the present disclosure are meant to beillustrative. They were chosen to explain the principles and applicationof the disclosure and are not intended to be exhaustive or to limit thedisclosure. Many modifications and variations of the disclosed aspectsmay be apparent to those of skill in the art. Persons having ordinaryskill in the field of computers, communications, and speech processingshould recognize that components and process steps described herein maybe interchangeable with other components or steps, or combinations ofcomponents or steps, and still achieve the benefits and advantages ofthe present disclosure. Moreover, it should be apparent to one skilledin the art that the disclosure may be practiced without some or all ofthe specific details and steps disclosed herein.

While the above examples have been described with respect to aerialvehicles, the disclosed implementations may also be used for other formsof vehicles, including, but not limited to, ground based vehicles andwater based vehicles.

Aspects of the disclosed system may be implemented as a computer methodor as an article of manufacture such as a memory device ornon-transitory computer readable storage medium. The computer readablestorage medium may be readable by a computer and may compriseinstructions for causing a computer or other device to perform processesdescribed in the present disclosure. The computer readable storage mediamay be implemented by a volatile computer memory, non-volatile computermemory, hard drive, solid-state memory, flash drive, removable diskand/or other media. In addition, components of one or more of themodules and engines may be implemented in firmware or hardware.

Unless otherwise explicitly stated, articles such as “a” or “an” shouldgenerally be interpreted to include one or more described items.Accordingly, phrases such as “a device configured to” are intended toinclude one or more recited devices. Such one or more recited devicescan also be collectively configured to carry out the stated recitations.For example, “a processor configured to carry out recitations A, B andC” can include a first processor configured to carry out recitation Aworking in conjunction with a second processor configured to carry outrecitations B and C.

Language of degree used herein, such as the terms “about,”“approximately,” “generally,” “nearly” or “substantially” as usedherein, represent a value, amount, or characteristic close to the statedvalue, amount, or characteristic that still performs a desired functionor achieves a desired result. For example, the terms “about,”“approximately,” “generally,” “nearly” or “substantially” may refer toan amount that is within less than 10% of, within less than 5% of,within less than 1% of, within less than 0.1% of, and within less than0.01% of the stated amount.

As used throughout this application, the word “may” is used in apermissive sense (i.e., meaning having the potential to), rather thanthe mandatory sense (i.e., meaning must). Similarly, the words“include,” “including,” and “includes” mean including, but not limitedto. Additionally, as used herein, the term “coupled” may refer to two ormore components connected together, whether that connection is permanent(e.g., welded) or temporary (e.g., bolted), direct or indirect (e.g.,through an intermediary), mechanical, chemical, optical, or electrical.Furthermore, as used herein, “horizontal” flight refers to flighttraveling in a direction substantially parallel to the ground (e.g., sealevel), and that “vertical” flight refers to flight travelingsubstantially radially outward from the earth’s center. It should beunderstood by those having ordinary skill that trajectories may includecomponents of both “horizontal” and “vertical” flight vectors.

Although the invention has been described and illustrated with respectto illustrative implementations thereof, the foregoing and various otheradditions and omissions may be made therein and thereto withoutdeparting from the spirit and scope of the present disclosure.

What is claimed is:
 1. An aerial vehicle apparatus, comprising: afuselage; a plurality of propulsion mechanisms coupled to and positionedaround the fuselage; and a partial hexagonal ring wing coupled to andpositioned around the fuselage, the partial hexagonal ring wingcomprising an upper wing segment and a lower wing segment; wherein theupper wing segment and the lower wing segment are coupled to thefuselage by at least one motor arm.
 2. The aerial vehicle apparatus ofclaim 1, wherein the upper wing segment and the lower wing segment arepositioned on opposing sides of the fuselage relative to each other. 3.The aerial vehicle apparatus of claim 1, wherein at least one of theupper wing segment or the lower wing segment has an airfoil shape. 4.The aerial vehicle apparatus of claim 1, wherein at least one of theupper wing segment or the lower wing segment includes an aileron tocontrol flight of the aerial vehicle apparatus.
 5. The aerial vehicleapparatus of claim 1, wherein: the plurality of propulsion mechanismsare coupled to the fuselage by the at least one motor arm.
 6. The aerialvehicle apparatus of claim 1, wherein: the fuselage is aligned at anangle with respect to a vertical orientation when the aerial vehicleapparatus is in a vertical takeoff and landing (VTOL) orientation; theplurality of propulsion mechanisms are substantially in a horizontalplane when the aerial vehicle apparatus is in the VTOL orientation; andthe partial hexagonal ring wing is aligned in a substantially horizontaldirection when the aerial vehicle apparatus is oriented in the VTOLorientation.
 7. The aerial vehicle apparatus of claim 6, wherein theplurality of propulsion mechanisms are angled such that each propulsionmechanism produces a force that includes a horizontal component and avertical component when the aerial vehicle apparatus is in the VTOLorientation.
 8. The aerial vehicle apparatus of claim 1, wherein: thefuselage is aligned in a substantially horizontal direction when theaerial vehicle apparatus is in a horizontal flight orientation; at leasttwo of the propulsion mechanisms are aligned in the substantiallyhorizontal direction and produce a respective force in the substantiallyhorizontal direction when the aerial vehicle apparatus is in thehorizontal flight orientation; and the partial hexagonal ring wingproduces a lifting force when the aerial vehicle apparatus is in thehorizontal flight orientation and aerially navigating in thesubstantially horizontal direction.
 9. The aerial vehicle apparatus ofclaim 8, wherein the partial hexagonal ring wing is offset from verticalwhen the aerial vehicle apparatus is in the horizontal flightorientation such that the lower wing segment of the partial hexagonalring wing operates as a leading wing and the upper wing segment of thepartial hexagonal ring wing operates as a rear wing of the aerialvehicle apparatus.
 10. The aerial vehicle apparatus of claim 9, whereinthe upper wing segment has a larger chord length, and the lower wingsegment has a shorter chord length.
 11. An apparatus, comprising: afuselage; a plurality of propulsion mechanisms coupled to and positionedaround the fuselage; and a first wing segment and a second wing segmentcoupled to and positioned around the fuselage, the first and second wingsegments formed in a partial hexagonal shape; wherein the first andsecond wing segments are coupled to the fuselage by at least one motorarm.
 12. The apparatus of claim 11, wherein at least one of the firstwing segment or the second wing segment has an airfoil shape, and isconfigured to produce a lifting force when the apparatus is in ahorizontal flight orientation and aerially navigating in a substantiallyhorizontal direction.
 13. The apparatus of claim 11, wherein: thefuselage is aligned at an angle with respect to a vertical orientationwhen the apparatus is in a vertical takeoff and landing (VTOL)orientation; the plurality of propulsion mechanisms are substantially ina horizontal plane when the apparatus is in the VTOL orientation; andthe first and second wing segments are aligned in a substantiallyhorizontal direction when the apparatus is oriented in the VTOLorientation, the first and second wing segments at least partiallyencompassing the plurality of propulsion mechanisms.
 14. The apparatusof claim 13, wherein the plurality of propulsion mechanisms are angledsuch that each propulsion mechanism produces a force that includes ahorizontal component and a vertical component when the apparatus is inthe VTOL orientation.
 15. The apparatus of claim 11, wherein: thefuselage is aligned in a substantially horizontal direction when theapparatus is in a horizontal flight orientation; at least two of thepropulsion mechanisms are aligned in the substantially horizontaldirection and produce a respective force in the substantially horizontaldirection when the apparatus is in the horizontal flight orientation;and the first and second wing segments are configured to produce alifting force when the apparatus is in the horizontal flight orientationand aerially navigating in the substantially horizontal direction. 16.The apparatus of claim 15, wherein the first and second wing segmentsare offset from vertical when the apparatus is in the horizontal flightorientation such that a lower wing segment of the first and second wingsegments operates as a leading wing and an upper wing segment of thefirst and second wing segments operates as a rear wing of the apparatus.17. The apparatus of claim 16, wherein the upper wing segment has alarger chord length, and the lower wing segment has a shorter chordlength.
 18. An unmanned aerial vehicle apparatus, comprising: afuselage; a plurality of propulsion mechanisms coupled to and positionedaround the fuselage; and an upper wing segment and a lower wing segmentcoupled to and positioned around the fuselage to form a partialhexagonal shape; wherein the upper and lower wing segments are coupledto the fuselage by at least one motor arm.
 19. The unmanned aerialvehicle apparatus of claim 18, wherein: the fuselage is aligned at anangle with respect to a vertical orientation when the unmanned aerialvehicle apparatus is in a vertical takeoff and landing (VTOL)orientation; the plurality of propulsion mechanisms are substantially ina horizontal plane when the unmanned aerial vehicle apparatus is in theVTOL orientation; and the upper and lower wing segments are aligned in asubstantially horizontal direction when the unmanned aerial vehicleapparatus is oriented in the VTOL orientation, the upper and lower wingsegments at least partially encompassing the plurality of propulsionmechanisms.
 20. The unmanned aerial vehicle apparatus of claim 18,wherein: the fuselage is aligned in a substantially horizontal directionwhen the unmanned aerial vehicle apparatus is in a horizontal flightorientation; at least two of the propulsion mechanisms are aligned inthe substantially horizontal direction and produce a respective force inthe substantially horizontal direction when the unmanned aerial vehicleapparatus is in the horizontal flight orientation; and at least one ofthe upper wing segment or the lower wing segment has an airfoil shape toproduce a respective lifting force when the unmanned aerial vehicleapparatus is in the horizontal flight orientation and aeriallynavigating in the substantially horizontal direction.